Arrangement structure of fuel tank for cabin of ship and electric propulsion, and ship comprising same

Abstract

The present invention provides an arrangement structure of a fuel tank for cabins of a ship and electric propulsion, comprising: an electric propulsion system (110) which is arranged in an engine room (111) and provides power produced by a gas turbine (112) as a propulsion force to an electric propulsion motor; a first liquefied gas storage tank (120) which is arranged in a cargo section (A) and supplies a first gas fuel to the gas turbine (112); and a second liquefied gas storage tank (130) which is arranged in a bow section (b) and supplies a second gas fuel to the gas turbine (112), to thereby secure safety and an extra space in the engine room through the arrangement of the second liquefied gas storage tank (130) in the bow.

Description

Ship cabin and fuel tank layout for electric propulsion and ship equipped with same

[0001] The present invention relates to a fuel tank arrangement structure for a cabin and electric propulsion of a ship and a ship equipped with the same, and more particularly, to a fuel tank arrangement structure for a cabin and electric propulsion of a ship, in which a fuel storage tank for storing gas fuel supplied to a gas turbine of an engine room is arranged in a bow area, and to a ship equipped with the same, and more particularly, to a fuel tank arrangement structure for a cabin and electric propulsion of a ship, in which a fuel storage tank for storing gas fuel supplied to a gas turbine of an engine room is arranged in a bow area, thereby ensuring safety by separating it from a living quarters arranged in a stern area, and securing spare space in an engine room.

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

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

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

[0005] Accordingly, a technology is required that can replace the dual-fuel engine as a propulsion engine and apply an electric propulsion engine to the engine room of an LNG carrier to increase the space utilization of the engine room.

[0006] The technical problem to be achieved by the idea of ​​the present invention is to provide a fuel tank arrangement structure for a cabin and electric propulsion of a ship, and a ship equipped with the same, in which a fuel storage tank for storing gas fuel supplied to a gas turbine in an engine room is arranged in the bow area, thereby ensuring safety by separating it from the living quarters arranged in the stern area, and securing spare space in the engine room.

[0007] In order to achieve the above-described object, one embodiment of the present invention provides a fuel tank arrangement structure for a cabin and electric propulsion of a ship, including: an electric propulsion system arranged in an engine room and providing electric power generated by a gas turbine as propulsive force for an electric propulsion motor; a first liquefied gas storage tank arranged in a cargo area and supplying a first gas fuel to the gas turbine; and a second liquefied gas storage tank arranged in a bow area and supplying a second gas fuel to the gas turbine.

[0008] Here, the second liquefied gas storage tank may be placed in the forward area of ​​the No. 1 cargo tank of the cargo area.

[0009] At this time, the second liquefied gas storage tank can be isolated by a first cofferdam arranged vertically in the player area.

[0010] In addition, the second liquefied gas storage tank stores liquefied ammonia, and the gas turbine can generate electricity using the liquefied ammonia.

[0011] Additionally, the second liquefied gas storage tank can store LNG.

[0012] In addition, the first liquefied gas storage tank is a cargo tank that stores LNG, and the gas turbine can be driven by evaporated gas or forcedly vaporized natural gas generated from the cargo tank during operation and ammonia gas from the second liquefied gas storage tank.

[0013] Additionally, a DFGE can be additionally placed in the engine room.

[0014] Here, the DFGE may be a dual-fuel power generation engine that uses fuel oil and natural gas supplied from the first liquefied gas storage tank.

[0015] In addition, it may further include a fuel preparation room in which an ammonia supply system for supplying ammonia gas from the second liquefied gas storage tank to the gas turbine is installed, and a cargo compressor room in which an LNG supply system for supplying evaporated gas or forcedly vaporized natural gas generated from the cargo tank to the gas turbine is installed.

[0016] Here, the fuel preparation room may be installed on the upper part of the second liquefied gas storage tank, and the cargo compressor room may be installed on the upper part of the trunk deck of the cargo area.

[0017] Additionally, both the fuel preparation room and the cargo compressor room can be installed on the upper portion of the first liquefied gas storage tank.

[0018] Here, the fuel preparation room and the cargo compressor room may be arranged separately on the port and starboard sides, or may be arranged in an area biased toward either the port or starboard side.

[0019] Additionally, a dual-fuel auxiliary boiler may be added to the stern area to produce the steam required onboard.

[0020] Here, in the engine room, the dual-fuel auxiliary boiler may be placed on the 1st deck, the gas turbine may be placed on the 2nd deck, and the DFGE may be placed on the 3rd deck.

[0021] Additionally, in the engine room, the dual-fuel auxiliary boiler may be arranged on the starboard side, the gas turbine may be arranged on the port side, and the DFGE may be arranged on the starboard side.

[0022] Additionally, in the engine room, the dual-fuel auxiliary boiler may be placed on the port side, the gas turbine may be placed on the starboard side, and the DFGE may be placed on the port side.

[0023] Additionally, BOG generated from the first liquefied gas storage tank can be combusted through the idle mode of the gas turbine, the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, or the DFGE.

[0024] Additionally, the electrical distribution panel room can be vertically arranged between the engine room and the first liquefied gas storage tank.

[0025] Here, a cofferdam may be installed between the electric distribution panel room and the first liquefied gas storage tank.

[0026] Additionally, the second liquefied gas storage tank may be designed in a trapezoidal shape to fit the linear shape.

[0027] In addition, the system may further include a waste heat recovery system that is separately arranged adjacent to the engine casing covering the engine room and converts waste heat of exhaust gas discharged from the gas turbine into electricity and supplies it to the electric propulsion motor.

[0028] Here, the waste heat recovery system may be a supercritical carbon dioxide power generation system.

[0029] At this time, the supercritical carbon dioxide power generation system may be placed adjacent to the stern side of the engine casing and spaced apart from the mooring deck by a piloti at a certain height.

[0030] And, the supercritical carbon dioxide power generation system may include a heater disposed inside the engine casing to recover waste heat of exhaust gas exhausted from the gas turbine and heat carbon dioxide, a turbine that generates electricity by rotating by the supercritical state of the carbon dioxide heated by the heater, a compressor that compresses the carbon dioxide, a heat exchanger that heat-exchanges the carbon dioxide recovered from the turbine and the carbon dioxide supplied from the compressor to the heater, a precooler that cools the carbon dioxide that has passed through the heat exchanger from the turbine and supplies it to the compressor, and a preheater that heats the exhaust gas that has passed through the heater and the carbon dioxide supplied from the compressor to the heater by bypassing the heat exchanger.

[0031] Meanwhile, another embodiment of the present invention provides a ship having the ship's cabin and fuel tank arrangement structure for electric propulsion as described above.

[0032] According to the present invention, a fuel storage tank for storing gas fuel supplied to a gas turbine in an engine room is placed in the bow area, thereby separating it from the living quarters placed in the stern area, thereby ensuring safety and securing spare space in the engine room.

[0033] FIG. 1 illustrates the arrangement structure of a cabin and a fuel tank for electric propulsion of a ship according to one embodiment of the present invention.

[0034] Figure 2 illustrates a plan view of Figure 1.

[0035] Figure 3 is an enlarged view of the player area of ​​Figure 1.

[0036] Figure 4 is an enlarged view of the stern area of ​​Figure 1.

[0037] Figure 5 illustrates the first liquefied gas storage tank and the second liquefied gas storage tank of Figure 2.

[0038] Figure 6 illustrates a configuration diagram of the gas turbine of Figure 2.

[0039] Figure 7 is an example of a configuration diagram of the waste heat recovery system of Figure 2.

[0040] Hereinafter, an embodiment of the present invention having the above-described features will be described in more detail with reference to the attached drawings.

[0041] The fuel tank arrangement structure for a cabin and electric propulsion of a ship according to one embodiment of the present invention includes an electric propulsion system (110) arranged in an engine room (111) and providing electric power generated by a gas turbine (112) as propulsive force for an electric propulsion motor, a first liquefied gas storage tank (120) arranged in a cargo area (A) and supplying first gas fuel to the gas turbine (112), and a second liquefied gas storage tank (130) arranged in a bow area (B) and supplying second gas fuel to the gas turbine (112), and the gist of this arrangement is to ensure safety and secure spare space in the engine rom through the bow arrangement of the second liquefied gas storage tank (130).

[0042] Hereinafter, with reference to FIGS. 2 to 7, the layout structure of the cabin and fuel tank for electric propulsion of the ship having the above-described configuration will be described in detail as follows.

[0043] First, the electric propulsion system (110), referring to FIGS. 1 and 4, is placed in the engine room (111) of the stern area (C) and provides electric power produced through a gas turbine (112) as propulsion power for the electric propulsion motor.

[0044] Here, the gas turbine (112) may be a dual-fuel gas turbine, and in the case of an LNG carrier, power can be generated using boil-off gas generated from cargo tanks (TK1 to TK4) (first liquefied gas storage tank (120)) in the cargo area during operation of the ship, natural gas obtained by forcibly vaporizing LNG, and ammonia gas vaporized from liquefied ammonia stored in the second liquefied gas storage tank (130).

[0045] In addition, as an additional means of power generation, a DFGE (Dual Fuel Generator Engine) (113) using fuel oil such as diesel and natural gas supplied from the first liquefied gas storage tank (120) is additionally placed in the engine room (111), so that power insufficient only by operating the gas turbine (112) can be supplemented through the DFGE (113), or a situation in which the gas turbine (112) cannot be operated can be prepared.

[0046] Additionally, a dual-fuel auxiliary boiler (not shown) using fuel oil such as diesel and LNG can be additionally placed in the stern area (C) to produce and supply the steam required onboard.

[0047] Meanwhile, the dual-fuel auxiliary boiler may be placed on the 1st deck, and as illustrated in FIG. 4, the gas turbine (112) may be placed on the 2nd deck, and the DFGE (113) may be placed on the 3rd deck.

[0048] Here, in the engine room (111), the dual-fuel auxiliary boiler is arranged on the starboard side, the gas turbine (112) is arranged on the port side, and the DFGE (113) is arranged on the starboard side, or the dual-fuel auxiliary boiler is arranged on the port side, the gas turbine (112) is arranged on the starboard side, and the DFGE (113) is arranged on the port side, thereby securing space for combustion air intake of the gas turbine (112), and through such an optimal arrangement configuration, space utilization of the engine room (111) can be maximized.

[0049] For reference, the 1st deck (1st DECK), 2nd deck (2nd DECK), 3rd deck (3rd DECK), etc., shown in FIG. 4, are terms commonly used in the shipbuilding and marine field, and can be understood to refer to decks sequentially arranged in the floor direction based on the upper deck (UD) as the 1st deck, 2nd deck, and 3rd deck.

[0050] In addition, by combusting BOG generated from the first liquefied gas storage tank (120) through the idle mode of the gas turbine (112), the GCU mode (Gas Combustion Unit mode) of the dual-fuel auxiliary boiler, or the DFGE (113), it is possible to secure additional free space without selectively installing a separate GCU (Gas Combustion Unit).

[0051] In addition, referring to FIGS. 1 and 4, the electrical distribution panel room (114) can be vertically arranged between the engine room (111) and the first liquefied gas storage tank (120) (TK4).

[0052] In addition, a cofferdam (115) may be installed between the electric distribution panel room (114) and the first liquefied gas storage tank (120) to ensure safety.

[0053] For example, in the electric switchboard room (114), a frequency converter room (114a) that converts the frequency of the voltage that controls the operation of the electric propulsion motor of the electric propulsion system (110), a switchboard room (114b) that converts the high voltage supplied from the gas turbine (112) to a low voltage, and an engine control room (114c) that controls the DFGE (113) are sequentially stacked and vertically arranged, thereby integrating various electrical rooms that were previously dispersed into a single area to utilize the space more efficiently and configure power cables efficiently.

[0054] Next, the first liquefied gas storage tank (120) is a membrane tank that is placed in the cargo area (A) to store LNG and serves as a cargo tank (TK1 to TK4) to supply the first gas fuel to the gas turbine (112).

[0055] That is, as mentioned above, natural gas obtained by forcibly vaporizing LNG or vaporizing gas generated from cargo tanks (TK1 to TK4) during the operation of the ship can be supplied to the gas turbine (112) through the cargo compressor room (121) described later.

[0056] Next, the second liquefied gas storage tank (130) is placed in the bow area (B) to supply the second gas fuel to the gas turbine (112).

[0057] Here, the second liquefied gas storage tank (130) is placed in the forward area (B) of the No. 1 cargo tank (TK1), so that the vent mast of the second liquefied gas storage tank (130) can be separated from the living quarters (10) and engine room (111) of the stern area (C) to ensure safety.

[0058] In addition, as illustrated in FIG. 3, the second liquefied gas storage tank (130) can be isolated by a cofferdam (131) placed vertically in the bow area (B), thereby ensuring the safety of the bow area (B).

[0059] Additionally, the second liquefied gas storage tank (130) may be an IMO type A tank, store liquefied ammonia, and use the vaporized ammonia gas as fuel gas for the gas turbine (112).

[0060] Meanwhile, the second liquefied gas storage tank (130) can store LNG instead of liquefied ammonia, and thus, together with the first liquefied gas storage tank (120), it can be used as an LNG carrier that stores LNG and increases the cargo tank storage capacity. In this case, the second liquefied gas storage tank (130) may be of IMO type B or a membrane type.

[0061] In addition, referring to FIG. 2, the fuel preparation room (132) may further include an ammonia supply system for supplying ammonia gas from a second liquefied gas storage tank (130) to a gas turbine (112), and a cargo compressor room (121) for supplying natural gas obtained by forcibly vaporizing LNG or evaporating gas generated from a cargo tank (TK1 to TK4) to a gas turbine (112).

[0062] Specifically, it is preferable that the fuel preparation room (132) be installed on the outer deck above the second liquefied gas storage tank (130), and the cargo compressor room (121) be installed on the upper part of the trunk deck of the cargo area (A), but both the fuel preparation room (132) and the cargo compressor room (121) may be arranged on the upper part of the second liquefied gas storage tank (130).

[0063] Alternatively, both the fuel preparation room (132) and the cargo compressor room (121) may be installed on the upper part of the trunk deck of the first liquefied gas storage tank (120) (TK4), for example, on the upper part of the trunk deck, the fuel preparation room (132) and the cargo compressor room (121) may be separately arranged on the port and starboard sides, or may be arranged with an offset to one of the port and starboard areas.

[0064] In addition, as illustrated in FIG. 5, the second liquefied gas storage tank (130) can be designed in a trapezoidal shape, replacing the rectangular shape in accordance with the linear shape, so that it can be applied without linear change.

[0065] In addition, referring to FIG. 5, as mentioned above, by replacing the conventional propulsion engine using diesel, LNG, etc. as fuel, a gas turbine (112) is placed in the engine room (111), and while maintaining the LOA (Length Of All) of the ship, a second liquefied gas storage tank (130) is installed at the front end of the No. 1 cargo tank (TK1), so that the overall length of the hull is the same, but by applying an electric propulsion system (110) to the stern area (C), the size of the engine room (111) can be reduced, and as the space of the stern area (C) is reduced, the space of the bow area (B) can be increased to place the second liquefied gas storage tank (130).

[0066] Meanwhile, referring to FIGS. 4, 6 and 7, a waste heat recovery system (140) may be further included, which is separately arranged adjacent to an engine casing (142) covering an engine room (111) and converts waste heat of exhaust gas discharged from a gas turbine (112) into electric power and supplies it to an electric propulsion motor.

[0067] That is, the waste heat recovery system (140) may be a supercritical carbon dioxide power generation system, and may be installed in a piloti structure by being spaced apart from the sunken deck by a piloti (141) at a certain height adjacent to the stern side of the engine casing (142), so as to be installed in a space independent from the engine room (111) to ensure the safety of the engine room (111).

[0068] Meanwhile, the waste heat recovery system (140) may be a supercritical carbon dioxide (sCO2) power generation system that produces electricity through a Brayton cycle having two constant pressure processes and two isentropic processes, and the working fluid maintains a supercritical state while going through compression, heating, expansion, and cooling processes through the Brayton cycle. Here, the waste heat recovery system (140) is not limited to a supercritical carbon dioxide power generation system, and may also produce electricity through a turbine using steam generated by heat exchange with waste heat.

[0069] That is, as illustrated in FIG. 4, the supercritical carbon dioxide power generation system is placed adjacent to the stern side of the engine casing (142) and spaced apart from the sunken deck (2nd DECK) by a piloti (141) at a certain height, so that mooring equipment, etc. can be placed without interference to increase space utilization, and the system can also be installed in a space independent from the engine room (111) to ensure the stability of the engine room (111).

[0070] Specifically, referring to FIGS. 10 and 11, the supercritical carbon dioxide power generation system comprises: a heater (143) disposed in an engine casing (142) and a chimney to recover waste heat of exhaust gas exhausted from a gas turbine (112) and heat circulating carbon dioxide; a turbine (144) that generates electricity by rotating by the supercritical state of carbon dioxide heated by the heater (143); a compressor (145) that compresses the circulating carbon dioxide; a heat exchanger (recuperator) (146) that heat-exchanges carbon dioxide recovered from the turbine (144) and carbon dioxide supplied from the compressor (145) to the heater (143); a precooler (147) that cools carbon dioxide that has passed through the heat exchanger (146) from the turbine (144) using seawater and supplies it to the compressor (145); and a precooler (147) that supplies carbon dioxide that has passed through the heater (143) and the compressor (145), A preheater (148) may be included that heats the carbon dioxide supplied to the heater (143) by exchanging heat with the carbon dioxide by bypassing the heat exchanger (146).

[0071] In addition, the waste heat recovery system (140) may be placed on the opposite side (starboard or port) to the side (port or starboard) on which the gas turbine (112) is placed in order to secure space (stern side) for intake of combustion air of the gas turbine (112). For example, when the gas turbine (112) is placed on the port side, the waste heat recovery system (140) may be placed on the starboard side, and conversely, when the gas turbine (112) is placed on the starboard side, the waste heat recovery system (140) may be placed on the port side.

[0072] In addition, although not shown, the forward corners of the engine casing (142) of the aforementioned stern area (C) are formed in a chamfered shape, and the stern corners of the living quarters (10) are formed in a chamfered shape, so as to form a passageway for crew members moving through the engine room (111) through the hatch, and a space for installing additional equipment such as a provision crane and a lifeboat.

[0073] Meanwhile, another embodiment of the present invention provides a ship having the ship's cabin and fuel tank arrangement structure for electric propulsion as described above.

[0074] Accordingly, by the embodiment described above, the fuel storage tank for storing gas fuel supplied to the gas turbine of the engine room can be placed in the bow area, separated from the living quarters placed in the stern area, thereby ensuring safety and securing spare space in the engine room.

[0075] The embodiments described in this specification and the configurations illustrated in the drawings are only the most preferred embodiments of the present invention and do not represent all of the technical ideas of the present invention. Therefore, it should be understood that there may be various equivalents and modified examples that can replace them at the time of filing this application.

Claims

1. An electric propulsion system placed in the engine room that provides electric power generated by a gas turbine as propulsion power for an electric propulsion motor; A first liquefied gas storage tank arranged in the cargo area to supply first gas fuel to the gas turbine; and A second liquefied gas storage tank, which is arranged in the player area and supplies second gas fuel to the gas turbine; The layout of the ship's cabin and fuel tanks for electric propulsion.

2. In paragraph 1, The above second liquefied gas storage tank, Characterized in that it is placed in the forward area of ​​the No. 1 cargo tank of the above cargo area. The layout of the ship's cabin and fuel tanks for electric propulsion.

3. In paragraph 2, The above second liquefied gas storage tank, characterized in that it is isolated by a first cofferdam arranged vertically in the above player area. The layout of the ship's cabin and fuel tanks for electric propulsion.

4. In paragraph 2, The above second liquefied gas storage tank stores liquefied ammonia, The above gas turbine is characterized in that it produces electricity by using the liquefied ammonia. The layout of the ship's cabin and fuel tanks for electric propulsion.

5. In paragraph 1, The above second liquefied gas storage tank is characterized by storing LNG. The layout of the ship's cabin and fuel tanks for electric propulsion.

6. In paragraph 1, The above first liquefied gas storage tank is a cargo tank that stores LNG, It is characterized in that the gas turbine is driven by the evaporated gas or forced vaporized natural gas generated from the cargo tank during operation and the ammonia gas from the second liquefied gas storage tank. The layout of the ship's cabin and fuel tanks for electric propulsion.

7. In paragraph 1, Characterized in that DFGE is additionally placed in the above engine room, Arrangement of the ship's cabin and fuel tanks for electric propulsion.

8. In paragraph 7, The above DFGE is characterized by being a dual-fuel power generation engine that uses fuel oil and natural gas supplied from the first liquefied gas storage tank. The layout of the ship's cabin and fuel tanks for electric propulsion.

9. In paragraph 6, A fuel preparation room in which an ammonia supply system for supplying ammonia gas from the second liquefied gas storage tank to the gas turbine is installed, and It is characterized by further including a cargo compressor room in which an LNG supply system is installed to supply evaporated gas or forced vaporized natural gas generated from the cargo tank to the gas turbine. The layout of the ship's cabin and fuel tanks for electric propulsion.

10. In paragraph 9, The above fuel preparation room is installed on the upper part of the second liquefied gas storage tank, The above cargo compressor room is characterized in that it is installed on the upper part of the trunk deck of the cargo area. The layout of the ship's cabin and fuel tanks for electric propulsion.

11. In paragraph 9, The above fuel preparation room and the cargo compressor room are both characterized in that they are each installed on the upper part of the first liquefied gas storage tank. The layout of the ship's cabin and fuel tanks for electric propulsion.

12. In paragraph 11, The above fuel preparation room and the above cargo compressor room are arranged separately on the port and starboard sides, or Characterized by being arranged in a biased manner toward either the port or starboard area, The layout of the ship's cabin and fuel tanks for electric propulsion.

13. In paragraph 7, Characterized by the addition of a dual-fuel auxiliary boiler in the stern section to produce the steam required on board. The layout of the ship's cabin and fuel tanks for electric propulsion.

14. In paragraph 13, In the above engine room, the dual fuel auxiliary boiler is placed on the 1st deck, The above gas turbine is placed on the 2nd deck, The above DFGE is characterized in that it is placed on the 3rd deck. The layout of the ship's cabin and fuel tanks for electric propulsion.

15. In paragraph 13, In the above engine room, the dual fuel auxiliary boiler is placed on the starboard side, The above gas turbine is placed on the port side, The above DFGE is characterized in that it is placed on the starboard side. The layout of the ship's cabin and fuel tanks for electric propulsion.

16. In paragraph 13, In the above engine room, the dual fuel auxiliary boiler is placed on the port side, The above gas turbine is placed on the starboard side, The above DFGE is characterized in that it is placed on the port side. The layout of the ship's cabin and fuel tanks for electric propulsion.

17. In paragraph 13, It is characterized in that the BOG generated from the first liquefied gas storage tank is combusted through the idle mode of the gas turbine, the GCU mode (Gas Combustion Unit mode) of the dual fuel auxiliary boiler, or the DFGE. The layout of the ship's cabin and fuel tanks for electric propulsion.

18. In paragraph 1, The electrical distribution panel room is characterized by being vertically arranged between the engine room and the first liquefied gas storage tank. The layout of the ship's cabin and fuel tanks for electric propulsion.

19. In paragraph 18, Characterized in that a second cofferdam is installed between the above electric distribution panel room and the first liquefied gas storage tank. The layout of the ship's cabin and fuel tanks for electric propulsion.

20. In paragraph 1, The above second liquefied gas storage tank, Characterized by being designed in a trapezoidal shape to fit the linearity, The layout of the ship's cabin and fuel tanks for electric propulsion.

21. In paragraph 1, It is characterized by further including a waste heat recovery system that is separately arranged adjacent to the engine casing covering the engine room and converts waste heat of exhaust gas discharged from the gas turbine into electric power and supplies it to the electric propulsion motor. The layout of the ship's cabin and fuel tanks for electric propulsion.

22. In paragraph 21, The above waste heat recovery system, Featuring a supercritical carbon dioxide power generation system, The layout of the ship's cabin and fuel tanks for electric propulsion.

23. In paragraph 22, The above supercritical carbon dioxide power generation system is, Characterized in that it is arranged adjacent to the stern side of the engine casing and spaced apart from the mooring deck by a piloti at a certain height. The layout of the ship's cabin and fuel tanks for electric propulsion.

24. In paragraph 23, The above supercritical carbon dioxide power generation system is, A heater disposed inside the engine casing to recover waste heat from exhaust gas discharged from the gas turbine and heat carbon dioxide; A turbine that rotates and generates electricity by the supercritical state of carbon dioxide heated by the above heater, A compressor that compresses carbon dioxide, A heat exchanger for exchanging heat between carbon dioxide recovered from the turbine and carbon dioxide supplied to the heater from the compressor, and It is characterized by including a precooler that cools carbon dioxide passing through the heat exchanger from the turbine and supplies it to the compressor, and a preheater that heats the exhaust gas passing through the heater and the carbon dioxide supplied to the heater from the compressor, bypassing the heat exchanger. The layout of the ship's cabin and fuel tanks for electric propulsion.

25. A ship having a cabin and fuel tank arrangement structure for electric propulsion as described in any one of paragraphs 1 to 24, shipping.

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