Fuel supply system for ship, and ship including same

Abstract

An embodiment of the present invention provides a fuel supply system for a ship and a ship including same. The fuel supply system for a ship, which supplies fuel to any one of a first engine using LPG as fuel and a second engine using ammonia as fuel, may comprise: a fuel supply unit which supplies fuel; a pump unit which receives the fuel from the fuel supply unit, supplies the fuel to the engine, and increases the pressure of the fuel; a heat exchange unit which adjusts the temperature of the fuel by exchanging heat with the fuel flowing from the fuel supply unit to the pump unit; and a control unit which adjusts the pressure or temperature of the fuel supplied to the engine according to the type of engine to which the fuel supply system supplies fuel.

Description

Marine fuel supply system and a ship including the same

[0001] The present invention relates to a fuel supply system for ships and a ship including the same.

[0002] Generally, fossil fuels such as diesel and LPG (liquefied petroleum gas) have been primarily used to secure propulsion power for ships, and these fuels are used as suitable fuels for the operation of large vessels due to their high energy density and stability.

[0003] In particular, LPG has recently been gaining attention as an eco-friendly alternative fuel because it emits relatively lower levels of exhaust gases compared to conventional diesel fuel. However, emissions such as carbon dioxide, sulfur oxides, and nitrogen oxides generated during the combustion of fossil fuels can still have a serious impact on the environment.

[0004] Due to such emission issues, various international organizations, including the International Maritime Organization (IMO), are strengthening regulations on ship emissions. For example, under the IMO’s ship emission regulations (MARPOL Annex VI), ships are currently required to mandatorily implement technical measures to reduce emissions.

[0005] Ammonia is garnering attention as a carbon-neutral fuel to address these regulations. Ammonia does not emit carbon dioxide during combustion and holds significant potential as a carbon-neutral fuel alongside hydrogen. Consequently, ammonia-fueled ship propulsion systems are being developed and are being evaluated as an eco-friendly alternative capable of replacing conventional fossil fuels.

[0006] Conventionally, in order to change the propulsion power of a ship from LPG to ammonia, it is necessary to replace not only the existing engine system but also the entire fuel supply system, including fuel storage tanks, supply pipelines, valves, and control systems, so it may be difficult to ensure compatibility between the existing fuel system and the new fuel system.

[0007] In addition, prior to determining the propulsion power source of a ship, there is a need to develop a highly versatile fuel supply system capable of accommodating various fuels in order to install the fuel supply system during the ship manufacturing process.

[0008] The aforementioned background technology is technical information that the inventor possessed for the derivation of the present invention or acquired during the process of deriving the present invention, and it cannot be considered as prior art disclosed to the general public prior to the filing of the present invention.

[0009] To solve at least some of the above-mentioned problems, the present invention provides a fuel supply system for a ship in which the pressure or temperature of fuel supplied to an engine can be controlled according to the type of engine that serves as the propulsion power of the ship, and a ship including the same.

[0010] The problems that the present invention aims to solve are not limited to those mentioned above, and other problems and advantages of the present invention not mentioned can be understood from the following description and will be more clearly understood by the embodiments of the present invention.

[0011] Furthermore, it will be understood that the problems and advantages to be solved by the present invention can be realized by the means and combinations thereof set forth in the patent claims.

[0012] A marine fuel supply system according to one embodiment of the present invention for achieving the above objective may include: a fuel supply unit for supplying fuel to one of a first engine using LPG as fuel and a second engine using ammonia as fuel; a pump unit for receiving the fuel from the fuel supply unit and supplying fuel to the engine and increasing the pressure of the fuel; a heat exchanger for controlling the temperature of the fuel by exchanging heat with the fuel flowing from the fuel supply unit to the pump unit; and a control unit for controlling the pressure or temperature of the fuel supplied to the engine according to the type of engine to which the marine fuel supply system supplies fuel.

[0013] Additionally, it may further include a valve section that recirculates at least a portion of the fuel flowing from the fuel supply section to the pump section back to the fuel supply section.

[0014] In addition, the control unit can control the operation of the valve unit to regulate the flow rate of the fuel flowing from the fuel supply unit to the pump unit.

[0015] In addition, the control unit can control the operation of the valve unit so that the flow rate of fuel flowing from the fuel supply unit to the pump unit is adjusted differently depending on the type of engine that supplies the fuel to the ship fuel supply system.

[0016] In addition, the control unit can control the operation of the valve unit such that when the fuel supply system for the ship supplies the fuel to the first engine rather than when it supplies the fuel to the second engine, the flow rate of the fuel flowing from the fuel supply unit to the pump unit is relatively larger.

[0017] In addition, the fuel supply unit may be equipped with a fuel supply pump that increases the pressure of the fuel so that the fuel flows from the fuel storage tank where the fuel is stored toward the pump unit.

[0018] In addition, the fuel supply pump is provided in multiple numbers, and the control unit can adjust the number of fuel supply pumps driven differently depending on the type of engine that the ship fuel supply system supplies fuel to.

[0019] In addition, the control unit can control the operation of the fuel supply pump so that the pressure of the fuel discharged from the fuel supply unit to the pump unit is adjusted differently depending on the type of engine that supplies the fuel to the ship fuel supply system.

[0020] In addition, the control unit can control the operation of the pump unit so that the pressure of the fuel discharged from the pump unit to the engine side varies depending on the type of engine to which the ship fuel supply system supplies the fuel.

[0021] In addition, the control unit can control the operation of the pump unit such that when the fuel supply system for the ship supplies the fuel to the first engine rather than to the second engine, the pressure of the fuel discharged from the pump unit to the engine side is relatively smaller.

[0022] A ship according to one embodiment of the present invention for achieving the above objective comprises: a hull; an engine that provides propulsion power for the hull and is composed of either a first engine using LPG as fuel or a second engine using ammonia as fuel; and a ship fuel supply system that supplies fuel to either the first engine or the second engine. The fuel supply system may comprise: a fuel supply unit that supplies the fuel; a pump unit that receives the fuel from the fuel supply unit and supplies fuel to the engine and increases the pressure of the fuel; a heat exchanger unit that exchanges heat with the fuel flowing from the fuel supply unit to the pump unit to control the temperature of the fuel; and a control unit that controls the pressure or temperature of the fuel supplied to the engine according to the type of engine to which the ship fuel supply system supplies fuel.

[0023] Additionally, it may further include a valve section that recirculates at least a portion of the fuel flowing from the fuel supply section to the pump section back to the fuel supply section.

[0024] In addition, the fuel supply unit may be equipped with a fuel supply pump that increases the pressure of the fuel so that the fuel flows from the fuel storage tank where the fuel is stored toward the pump unit.

[0025] In addition, the fuel supply pump is provided in multiple numbers, and the control unit can adjust the number of fuel supply pumps driven differently depending on the type of engine that the ship fuel supply system supplies fuel to.

[0026] In addition, the control unit can control the operation of the pump unit so that the pressure of the fuel discharged from the pump unit to the engine side is the same, regardless of the type of engine to which the ship fuel supply system supplies the fuel.

[0027] A marine fuel supply system according to one embodiment of the present invention includes a control unit that adjusts the pressure or temperature of the fuel supplied to the engine according to the type of engine that serves as the propulsion power of the ship, thereby having the effect of being applicable to engines driven by various fuels.

[0028] However, the effects obtainable through the present invention are not limited to those described above, and other unmentioned technical effects will be clearly understood by those skilled in the art from the description of the invention below.

[0029] The following drawings attached to this specification illustrate preferred embodiments of the present invention and serve to further enhance understanding of the technical concept of the present invention together with the detailed description of the invention provided below; therefore, the present invention should not be interpreted as being limited only to the matters described in such drawings.

[0030] FIG. 1 is a schematic drawing illustrating a ship according to one embodiment of the present invention.

[0031] FIG. 2 is a schematic diagram illustrating a fuel supply system for a ship according to one embodiment of the present invention.

[0032] Figure 3 is a diagram illustrating the usage state of a marine fuel supply system when the marine fuel supply system of Figure 2 supplies fuel to an LPG engine.

[0033] Figure 4 is a diagram illustrating the usage state of a marine fuel supply system when the marine fuel supply system of Figure 2 supplies fuel to an ammonia engine.

[0034] FIG. 5 is a block diagram illustrating the usage state of a control unit according to an embodiment of the present invention.

[0035] The present invention is capable of various modifications and may have various embodiments; specific embodiments are illustrated in the drawings and described in detail in the detailed description. The effects and features of the present invention, and the methods for achieving them, will become clear by referring to the embodiments described below in detail together with the drawings. However, the present invention is not limited to the embodiments disclosed below but can be implemented in various forms.

[0036] In the following embodiments, terms such as first, second, etc. are used not in a limiting sense, but for the purpose of distinguishing one component from another component.

[0037] In the following examples, singular expressions include plural expressions unless the context clearly indicates otherwise.

[0038] In the following embodiments, terms such as "include" or "have" mean that the features or components described in the specification are present, and do not preclude the possibility that one or more other features or components may be added.

[0039] In the following embodiments, when a part such as a unit, area, or component is described as being on or above another part, it includes not only cases where it is directly on top of another part, but also cases where another unit, area, or component is interposed in between.

[0040] In the following embodiments, terms such as "connect" or "combine" do not necessarily imply a direct and / or fixed connection or combination of two members unless the context clearly indicates otherwise, nor do they exclude the interposition of another member between the two members.

[0041] In the drawings, the size of components may be exaggerated or reduced for convenience of explanation. For example, the size and / or thickness of each component shown in the drawings are arbitrarily depicted for convenience of explanation, and therefore the present invention is not necessarily limited to what is illustrated.

[0042] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. When describing with reference to the drawings, identical or corresponding components are given the same reference numerals, and redundant descriptions thereof will be omitted.

[0043] FIG. 1 is a schematic drawing illustrating a ship according to one embodiment of the present invention.

[0044] Referring to FIG. 1, a ship (1) according to one embodiment of the present invention may include an engine (EG) and a ship fuel supply system (10).

[0045] The engine (EG) may be either the first engine (EG1) or the second engine (EG2). For example, the first engine (EG1) may be an LPG engine (EG1) that uses liquefied petroleum gas (LPG) as fuel, and the second engine (EG2) may be an ammonia engine (EG2) that uses ammonia as fuel.

[0046] The vessel (1) may use either LPG fuel or ammonia fuel as a propulsion power source, and when the vessel (1) uses LPG fuel as a propulsion power source, a first engine (EG1) may be installed in the vessel (1), and when the vessel (1) uses ammonia fuel as a propulsion power source, a second engine (EG2) may be installed in the vessel (1).

[0047] For example, when the ship (1) uses LPG fuel as a propulsion power source, the ship fuel supply system (10) is connected to the first engine (EG1) to supply LPG fuel to the first engine (EG1), and when the ship (1) uses ammonia fuel as a propulsion power source, the ship fuel supply system (10) is connected to the second engine (EG2) to supply ammonia fuel to the second engine (EG2).

[0048] In this specification, 'engine (EG)' is defined as a term collectively referring to the first engine (EG1) and the second engine (EG2), or a term referring to either the first engine (EG1) or the second engine (EG2).

[0049] In addition, 'fuel' is defined as a collective term for LPG fuel and ammonia fuel.

[0050] The calorific value of the LPG fuel used in the ship (1) is about 46 to 50 MJ / kg, and the calorific value of the ammonia fuel is about 18.6 MJ / kg, which is about 37 to 40% of the calorific value of the LPG fuel.

[0051] Since the pressure, temperature, and flow rate of the LPG fuel supplied to the LPG engine (EG1) and the pressure, temperature, and flow rate of the ammonia fuel supplied to the ammonia engine (EG2) must be set differently, the structure and operating principle of the LPG fuel supply system (LPG liquid fuel supply system, LPG LFSS) that supplies fuel to the LPG engine (EG1) and the ammonia fuel supply system (NH3 liquid fuel supply system, NH3 LFSS) that supplies fuel to the ammonia engine (EG2) are different from each other.

[0052] Accordingly, there are problems such as the difficulty of a single fuel supply system being compatible with both an LPG engine (EG1) and an ammonia engine (EG2), so that when the engine (EG) installed on the ship (1) is replaced, not only the engine (EG) but also the overall parts of the ship fuel supply system (10) must be replaced / changed, or that it is difficult to design / install the ship fuel supply system (10) before the type of engine (EG) installed on the ship (1) is determined.

[0053] A ship fuel supply system (10) according to one embodiment of the present invention can properly supply fuel to both a first engine (EG1) operated by LPG fuel and a second engine (EG2) operated by ammonia fuel, thereby improving the applicability of the ship fuel supply system (10), and a detailed explanation related thereto will be provided below.

[0054] FIG. 2 is a schematic diagram illustrating a fuel supply system for a ship according to one embodiment of the present invention.

[0055] Referring to FIG. 2, a fuel supply system (10) for a ship according to one embodiment of the present invention may include a fuel supply unit (100), a pump unit (200), a heat exchange unit (300), a valve unit (400), and a control unit (500).

[0056] The fuel supply unit (100) supplies fuel to the pump unit (200) and may include a fuel supply pump (110, 120, 130) and a fuel storage tank.

[0057] The fuel storage tank provides a space for storing fuel, and the fuel supply pump (110, 120, 130) can receive fuel stored in the fuel storage tank, increase the pressure, and transfer it to the evaporator and / or pump unit (200).

[0058] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), LPG fuel is stored in the fuel storage tank, and the fuel supply pump (110, 120, 130) can increase the pressure of the LPG fuel and transfer it to the evaporator and / or pump section (200).

[0059] Additionally, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), ammonia fuel is stored in the fuel storage tank, and the fuel supply pumps (110, 120, 130) can increase the pressure of the ammonia fuel and discharge it toward the pump section (200).

[0060] The fuel supply pump (110, 120, 130) may be a gear pump. However, it is not limited thereto, and the fuel supply pump (110, 120, 130) may be a screw pump, a centrifugal pump, a piston pump, a diaphragm pump, a vane pump, a rotary pump, a plunger pump, a magnetic drive pump, a cavitation pump, and an electromagnetic pump, etc.

[0061] Referring to FIG. 2, the fuel supply pumps (110, 120, 130) may be low-pressure fuel pumps (LP pumps), and multiple fuel supply pumps (110, 120, 130) may be provided.

[0062] For example, three fuel supply pumps (110, 120, 130) may be provided, and in this specification, each of the three fuel supply pumps (110, 120, 130) is referred to as the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130).

[0063] In the present specification, 'fuel supply pump (110, 120, 130)' is interpreted as a collective term for the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130), or is defined as a term referring to at least one of the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130).

[0064] The first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130) may be configured with the same capacity, specifications, and dimensions. For example, the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130) may be designed to have the same flow rate capacity and may be configured to transfer fuel within the same operating pressure range.

[0065] For example, the fuel supply pumps (110, 120, 130) can be formed with the same size and structure. This allows the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130) to each uniformly transfer fuel under the same operating conditions, thereby improving the stability of the ship fuel supply system (10).

[0066] The first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130) can be driven independently of each other.

[0067] The control unit (500) can adjust the number of fuel supply pumps (110, 120, 130) driven differently depending on the type of engine (EG) that the ship fuel supply system (10) supplies fuel to.

[0068] The control unit (500) can adjust the number of fuel supply pumps (110, 120, 130) that transfer fuel to the pump unit (200) differently depending on the type of engine (EG) that provides propulsion power for the ship (1), and for example, the control unit (500) can select at least one fuel supply pump (110, 120, 130) that transfers fuel to the pump unit (200) from the first fuel supply pump (110), the second fuel supply pump (120), and the third fuel supply pump (130) depending on the type of engine (EG) that provides propulsion power for the ship (1).

[0069] The method of controlling the operation of a plurality of fuel supply pumps (110, 120, 130) according to the type of engine (EG) that provides propulsion power to the ship (1) by the control unit (500) will be described in detail in the description of the control unit (500) to be described later.

[0070] Referring to FIG. 2, a pump unit (200) according to one embodiment of the present invention can receive fuel from a fuel supply unit (100) and supply fuel to an engine (EG), and the fuel supply unit (100) can increase the pressure of the fuel received from the fuel supply unit (100) and then supply the fuel with increased pressure to the engine (EG).

[0071] The pump unit (200) may be a high pressure fuel pump (HP pump).

[0072] The pump unit (200) can receive fuel from the fuel supply unit (100) and deliver high-pressure fuel to the engine (EG). The pump unit (200) can compress the fuel to a high pressure and deliver it to the engine (EG) so that the engine (EG) can stably receive the high-pressure fuel required for combustion.

[0073] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the pump unit (200) can compress the LPG fuel supplied from the fuel supply unit (100) and supply high-pressure LPG fuel to the engine (EG).

[0074] Additionally, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the pump unit (200) can compress the ammonia fuel supplied from the fuel supply unit (100) and supply high-pressure ammonia fuel to the engine (EG).

[0075] The pump unit (200) can receive fuel transferred from the fuel supply unit (100), and fuel that has undergone a heat exchange process in the heat exchange unit (300) can be supplied to the pump unit (200).

[0076] For example, the fuel passing through the heat exchanger (300) can be controlled to a constant temperature to increase the efficiency and durability of the pump unit (200), and in this process, vaporization of the fuel or heat loss can be prevented.

[0077] The pump unit (200) may be composed of a plunger pump. However, it is not limited thereto, and the pump unit (200) may be composed of a piston pump, a diaphragm pump, a rotary pump, a screw pump, a gear pump, and a centrifugal pump, etc.

[0078] The pump unit (200) may include a pressure control valve (210). For example, the pump unit (200) can regulate the pressure of fuel supplied from the pump unit (200) to the engine (EG) through the pressure control valve.

[0079] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the control unit (500) can control the operation of the pressure regulating valve to regulate the pressure of the LPG fuel supplied from the pump unit (200) to the engine (EG).

[0080] For example, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the control unit (500) can control the operation of the pressure regulating valve to regulate the pressure of the ammonia fuel supplied from the pump unit (200) to the engine (EG).

[0081] The pressure control valve (210) may be located in a path branched from the path connecting the pump unit (200) and the engine (EG). For example, the pressure control valve (210) may be located in a path branched from the path connecting the pump unit (200) and the fuel valve train (FVT1, FVT2), and the branched path may be connected to the input end of the return cooler (320) described later.

[0082] As a result, at least a portion of the fuel flowing from the pump unit (200) to the engine (EG) can be recirculated to the return cooler (320) through the branched path by the actuation of the pressure control valve (210), and thereby the flow rate and / or pressure of the fuel transferred from the pump unit (200) to the engine (EG) can be immediately controlled.

[0083] Two pump units (200) may be provided, and the two pump units (200) may be formed into a redundancy structure consisting of a main pump unit (200) and a backup pump unit (200).

[0084] For example, the main pump unit (200) performs normal fuel supply operations, and the backup pump unit (200) can operate in the event of a failure or abnormal operation of the main pump to assist in preventing the fuel supply from being interrupted. This maximizes the reliability of the fuel supply system of the ship (1) and allows for effective response to emergency situations caused by failures in the fuel supply system during operation.

[0085] The pump unit (200) can synchronize or optimize the operating state of the main pump unit (200) and the backup pump unit (200) through frequency control technology.

[0086] For example, the main pump unit (200) and the backup pump unit (200) can be adjusted so that two operate simultaneously through frequency control, or only one pump is operated under specific conditions.

[0087] Referring to FIG. 2, a heat exchanger (300) according to one embodiment of the present invention controls the temperature of fuel transferred from a fuel supply unit (100) to a pump unit (200), and may include a first heat exchanger (310), a return cooler (320), a second heat exchanger (330), and a heat exchange pump (340).

[0088] The heat exchanger (300) can be formed as a closed-loop structure through which the refrigerant circulates.

[0089] The refrigerant is a fluid that circulates in a closed-loop cycle formed by the first heat exchanger (310), the return cooler (320), the second heat exchanger (330), and the heat exchange pump (340).

[0090] The refrigerant may consist of glycol water (GW). However, it is not limited thereto, and the refrigerant may consist of propylene glycol, ethylene glycol, methanol water, R134a, R1234yf, R410A, R744, water, and brine, etc.

[0091] The heat exchanger (300) may have a closed-circuit path through which a refrigerant flows, and the path through the closed-circuit may pass through a first heat exchanger (310), a return cooler (320), a second heat exchanger (330), and a heat exchange pump (340).

[0092] The first heat exchanger (310) provides a space for heat exchange between the cooling water and the refrigerant. In the first heat exchanger (310), the refrigerant exchanges heat with the cooling water, thereby allowing the temperature of the refrigerant to be maintained within a preset temperature range, and the cooling water may be seawater or fresh water.

[0093] The control unit (500) can control the operation of the first heat exchange unit (310) or control the temperature of the cooling water flowing into the first heat exchange unit (310), and thereby the control unit (500) can control the temperature of the refrigerant.

[0094] For example, the control unit (500) can control the operation of the first heat exchange unit (310) so that the temperature of the refrigerant circulating in the heat exchange unit (300) is 34°C or higher and 38°C or lower, or control the temperature of the cooling water flowing into the first heat exchange unit (310).

[0095] The control unit (500) can control the temperature of the cooling water passing through the first heat exchange unit (310) to be about 36°C.

[0096] The return cooler (320) is a device capable of cooling the return gas recovered from the ship fuel supply system (10) and supplying it back to the pump unit (200), and can be implemented in various ways depending on the fuel type and the structure of the supply system.

[0097] The return cooler (320) provides a space for the refrigerant and the return gas to exchange heat, thereby effectively lowering the temperature of the return gas, and the cooled return gas can be supplied to the engine (EG) through the pump unit (200).

[0098] In this specification, 'return gas' can be interpreted as fuel or gas that has passed through the pump unit (200) one or more times.

[0099] When the ship fuel supply system (10) supplies fuel to the LPG engine (EG1), the return cooler (320) can receive the return gas recovered from the LPG engine (EG1) or the first fuel valve train (FVT1).

[0100] As a result, the return gas, whose pressure and temperature have risen as it passes through the pump unit (200) and / or the first fuel valve train (FVT1) and / or the LPG engine (EG1), is recirculated to the return cooler (320), so that the return gas can exchange heat with the refrigerant in the return cooler (320) to reduce its temperature, and thereby the return gas with reduced temperature can be transferred back to the pump unit (200) and recycled as fuel.

[0101] The above-described first fuel valve train (FVT1) can regulate flow rate, pressure, and temperature to supply LPG fuel to the engine (EG) under controlled conditions, and may be composed of various valves and sensors capable of shutting off the fuel supply in the event of an abnormal condition.

[0102] When the ship fuel supply system (10) supplies fuel to the LPG engine (EG1), the first fuel valve train (FVT1) can be connected to the pump unit (200), for example, the first fuel valve train (FVT1) can be connected to the pump unit (200) to receive LPG fuel from the pump unit (200) and supply LPG fuel.

[0103] The ammonia treatment unit (TS) can be interpreted as a facility that reduces the concentration of ammonia discharged to the outside or treats ammonia.

[0104] Additionally, the return cooler (320) can be connected to the branched path where the pressure control valve (210) of the pump unit (200) is located, and the return gas recirculated through the branched path can be introduced into the return cooler (320).

[0105] As a result, the return gas, whose pressure and temperature have risen as it passes through the pump unit (200), is recirculated to the return cooler (320), so that the return gas can exchange heat with the refrigerant in the return cooler (320) and its temperature can be reduced, and the return gas with reduced temperature can be transferred back to the pump unit (200) and recycled as fuel.

[0106] Additionally, the return cooler (320) is connected to a collection tank (CT) that is connected to the second knockout drum (KOD2), and may also receive return gas from the collection tank (CT).

[0107] As a result, the return gas, whose pressure and temperature have risen as it passes through the collection tank (CT) and the second knockout drum (KOD2) connected to the collection tank (CT), is recirculated to the return cooler (320), thereby allowing the return gas to exchange heat with the refrigerant in the return cooler (320) and have its temperature reduced, and the return gas with reduced temperature is then transferred back to the pump unit (200) and recycled as fuel.

[0108] The aforementioned second knockout drum (KOD2) may be composed of a device capable of removing liquid ammonia by separating gaseous ammonia (return gas) and liquid ammonia from the mixture recovered during the ammonia fuel supply process.

[0109] Additionally, the first knockout drum (KOD1) may be composed of a device capable of separating gaseous LPG (return gas) and liquid LPG from the mixture recovered during the LPG fuel supply process and removing the liquid LPG.

[0110] The aforementioned collection tank (CT) can temporarily store fuel recovered from the ammonia fuel supply line and can be used as an intermediate storage tank for resupplying or processing fuel, and can receive return gas from the second knockout drum (KOD2).

[0111] When the ship fuel supply system (10) supplies fuel to the ammonia engine (EG2), the return cooler (320) can receive the return gas recovered from the ammonia engine (EG2) or the second fuel valve train (FVT2).

[0112] The return cooler (320) is connected to the second knockout drum (KOD2) and the recovery tank (RT) and can cool the return gas supplied from the second knockout drum (KOD2) and the recovery tank (RT).

[0113] The gas-liquid separator (ST) separates the gas and liquid generated from the ammonia fuel using the difference in density, thereby separating the gaseous ammonia (return gas) and the liquid ammonia, and can supply the return gas to the return cooler (320).

[0114] Referring to FIG. 2, a second heat exchanger (330) according to one embodiment of the present invention can provide a space for heat exchange between a refrigerant and a fuel.

[0115] For example, the second heat exchanger (330) is located on the flow path of fuel transferred from the fuel supply unit (100) to the pump unit (200) and can provide a heat exchange space for the fuel and refrigerant transferred from the fuel supply unit (100) to the pump unit (200).

[0116] As a result, the fuel exchanges heat with the refrigerant passing through the second heat exchanger (330) before entering the pump unit (200), thereby allowing the temperature of the fuel to be controlled to an appropriate level, and thereby the pressure in the pump unit (200) can be effectively increased.

[0117] The heat exchange pump (340) can apply pressure to the refrigerant so that the refrigerant circulates smoothly in a closed-loop cycle forming the heat exchange section (300).

[0118] Referring to FIG. 2, a valve unit (400) according to one embodiment of the present invention recirculates at least a portion of the fuel flowing from the fuel supply unit (100) to the pump unit (200) back to the fuel supply unit (100), and may include a first valve (410) and a second valve (420).

[0119] The valve section (400) can be positioned on a branch path branched from the path connecting the fuel supply section (100) and the pump section (200), and the branch path can circulate fuel by being reconnected to the fuel supply section (100).

[0120] When the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the control unit (500) can open the first valve (410) and close the second valve (420) so that at least a portion of the LPG fuel transferred from the fuel supply unit (100) to the pump unit (200) is transferred to the first valve (410) and then transferred back to the fuel supply unit (100).

[0121] As a result, the control unit (500) can appropriately adjust the flow rate of fuel flowing into the pump unit (200) by opening the first valve (410).

[0122] When the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the control unit (500) opens the second valve (420) and closes the first valve (410), thereby allowing at least a portion of the ammonia fuel transferred from the fuel supply unit (100) to the pump unit (200) to be transferred to the second valve (420) and then transferred back to the fuel supply unit (100).

[0123] FIG. 3 is a diagram illustrating the usage state of a ship fuel supply system when the ship fuel supply system of FIG. 2 supplies fuel to an LPG engine (EG1), FIG. 4 is a diagram illustrating the usage state of a ship fuel supply system when the ship fuel supply system of FIG. 2 supplies fuel to an ammonia engine, and FIG. 5 is a block diagram for explaining the usage state of a control unit according to an embodiment of the present invention.

[0124] Referring to FIGS. 3 to 5, the control unit (500) can adjust the pressure or temperature supplied to the engine (EG) according to the type of engine (EG) that the ship fuel supply system (10) supplies fuel to.

[0125] The control unit (500) can control the operation of at least one of the fuel supply unit (100), pump unit (200), heat exchange unit (300), and valve unit (400) according to the type of engine (EG) to which the ship fuel supply system (10) supplies fuel or the type of engine (EG) to which the ship (1) is installed or the type of fuel, thereby controlling the pressure or temperature supplied to the engine (EG).

[0126] Referring to FIGS. 3 and 5, the control unit (500) can control the operation of the valve unit (400) so that the flow rate of fuel flowing from the fuel supply unit (100) to the pump unit (200) is adjusted differently depending on the type of engine (EG) that the ship fuel supply system (10) supplies fuel to.

[0127] The control unit (500) can control the operation of the valve unit (400) so that the flow rate of fuel flowing from the fuel supply unit (100) to the pump unit (200) is relatively larger when the ship fuel supply system (10) supplies fuel to the first engine (EG1) than when it supplies fuel to the second engine (EG2).

[0128] Referring to FIGS. 3 and 5, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the control unit (500) can adjust the flow rate of LPG fuel flowing from the fuel supply unit (100) to the pump unit (200) to the first flow rate by opening the first valve (410) and closing the second valve (420).

[0129] Referring to FIGS. 4 and 5, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the control unit (500) can adjust the flow rate of ammonia fuel flowing from the fuel supply unit (100) to the pump unit (200) to the second flow rate by opening the second valve (420) and closing the first valve (410).

[0130] The control unit (500) can control the operation of the first valve (410) and the second valve (420) so that the second flow rate is greater than the first flow rate.

[0131] In one embodiment, the ratio of the second flow rate to the first flow rate may be 1.5 or more and 2.2 or less, 1.7 or more and 2 or less, 1.8 or more and 1.9 or less.

[0132] In one embodiment, the first flow rate may be about 3.5 m^3 / h and the second flow rate may be about 6.5 m^3 / h.

[0133] As a result, considering that the calorific value of the ammonia fuel is 37-40% of the calorific value of the LPG fuel, when the second engine (EG2) is connected to the ship fuel supply system (10), the control unit (500) controls the operation of the valve unit (400) to increase the fuel supply flow rate, thereby allowing the engine (EG) to produce a similar output regardless of the calorific value of the fuel.

[0134] The above control unit (500) can control the operation of the pump unit (200) so that the pressure of the fuel discharged from the pump unit (200) to the engine (EG) side varies depending on the type of engine (EG) to which the ship fuel supply system (10) supplies fuel.

[0135] Referring to FIGS. 3 to 5, the control unit (500) can adjust the number of fuel supply pumps (110, 120, 130) driven differently depending on the type of engine (EG) that the ship fuel supply system (10) supplies fuel to.

[0136] The control unit (500) can control the operation of the fuel supply pumps (110, 120, 130) so that the pressure of the fuel discharged from the fuel supply unit (100) to the pump unit (200) is the same, depending on the type of engine (EG) that the ship fuel supply system (10) supplies fuel to.

[0137] The control unit (500) can control the operation of the pump unit (200) such that the pressure of the fuel discharged from the fuel supply unit (100) to the pump unit (200) is relatively smaller when the ship fuel supply system (10) supplies fuel to the first engine (EG1) than when it supplies fuel to the second engine (EG2) by adjusting the number of fuel supply pumps (110, 120, 130) that are always in operation and the number of fuel supply pumps (110, 120, 130) that have redundancy.

[0138] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the control unit (500) controls the operation of the fuel supply unit (100) so that there is one fuel supply pump (110, 120, 130) that is always in operation and two fuel supply pumps (110, 120, 130) that have redundancy, thereby making the pressure of the LPG fuel discharged from the fuel supply unit (100) to the pump unit (200) a first pressure.

[0139] Additionally, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the control unit (500) controls the operation of the fuel supply unit (100) so that there are two fuel supply pumps (110, 120, 130) that are always in operation and one fuel supply pump (110, 120, 130) that has redundancy, thereby making the pressure of the LPG fuel discharged from the fuel supply unit (100) to the pump unit (200) a second pressure.

[0140] In one embodiment, the first pressure may be the same as or nearly the same as the second pressure.

[0141] As a result, considering that the calorific value of the ammonia fuel is 37~40% of the calorific value of the LPG fuel, the control unit (500) can control the operation of the valve unit (400) to increase the fuel supply flow rate and control the operation of the fuel supply pumps (110, 120, 130) to set the fuel supply pressure to be the same.

[0142] Through this, when the ship fuel supply system (10) supplies low-caloric ammonia fuel, the fuel supply flow rate is increased, and when it is LPG fuel, the fuel supply pressure is set to be the same so that the fuel can be stably transferred to the pump unit (200).

[0143] In an optional embodiment, the first pressure may be relatively lower than the second pressure.

[0144] Referring to FIGS. 3 to 5, the control unit (500) can control the operation of the pump unit (200) so that the pressure of the fuel discharged from the pump unit (200) to the engine (EG) side varies depending on the type of engine (EG) to which the ship fuel supply system (10) supplies fuel.

[0145] The control unit (500) can control the operation of the pump unit (200) such that when the ship fuel supply system (10) supplies fuel to the first engine (EG1) rather than to the second engine (EG2), the pressure of the fuel discharged from the pump unit (200) to the engine (EG) side is relatively small.

[0146] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), the control unit (500) can control the operation of the pump unit (200) so that the pressure of the LPG fuel supplied from the pump unit (200) to the engine (EG) side becomes the third pressure.

[0147] Additionally, when the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), the control unit (500) controls the operation of the pump unit (200) so that the pressure of the ammonia fuel supplied from the pump unit (200) to the engine (EG) side becomes the fourth pressure.

[0148] In one embodiment, the ratio of the fourth pressure to the third pressure may be 1.3 times or more and 2 times or less, 1.5 times or more and 1.8 times or less, or about 1.6 times.

[0149] In one embodiment, the third pressure may be about 51 barg, and the fourth pressure may be about 83 barg.

[0150] The control unit (500) can increase the opening rate of the pressure control valve (210) when the fuel discharged from the pump unit (200) exceeds a preset pressure, thereby reducing the pressure of the fuel discharged from the pump unit (200) to the engine (EG).

[0151] For example, when the ship fuel supply system (10) supplies LPG fuel to the first engine (EG1), if the pressure of the LPG fuel discharged from the pump unit (200) exceeds the first value, the control unit (500) can increase the opening rate of the pressure control valve (210) to reduce the pressure of the LPG fuel discharged from the pump unit (200) to the engine (EG).

[0152] In one embodiment, the first value may be about 54 barg.

[0153] When the ship fuel supply system (10) supplies ammonia fuel to the second engine (EG2), if the pressure of the ammonia fuel discharged from the pump unit (200) exceeds the second value, the control unit (500) can increase the opening rate of the pressure control valve (210) to reduce the pressure of the ammonia fuel discharged from the pump unit (200) to the engine (EG).

[0154] A fuel supply system (10) for a ship according to one embodiment of the present invention includes a control unit (500) that controls the pressure or temperature of the fuel supplied to the engine (EG) according to the type of engine (EG) that serves as the propulsion power of the ship (1), thereby having the effect of being applicable to an engine (EG) driven by various fuels.

[0155] Each of the embodiments described above can be implemented independently, but it goes without saying that the structure of each embodiment can be applied in combination to other embodiments.

[0156] As such, the present invention has been described with reference to the embodiments illustrated in the drawings, but this is merely illustrative, and those skilled in the art will understand that various modifications and equivalent alternative embodiments are possible therefrom. Accordingly, the true technical scope of protection of the present invention should be determined by the technical spirit of the appended claims.

[0157] The specific practices described in the embodiments are examples and do not limit the scope of the embodiments in any way. Furthermore, unless specifically stated as "essential," "importantly," etc., components may not be strictly necessary for the application of the present invention.

[0158] In the specification of the embodiments (particularly in the claims), the use of the term "above" and similar descriptive terms may be in both singular and plural.

[0159] In addition, where a range is described in the embodiments, it includes an invention applying individual values ​​belonging to said range (unless otherwise stated), and is equivalent to describing each individual value constituting said range in the detailed description.

[0160] Finally, regarding the steps constituting the method according to the embodiment, unless the order is explicitly stated or contradicted, said steps may be performed in a suitable order. The embodiments are not necessarily limited to the order in which said steps are described.

[0161] In the embodiments, the use of all examples or exemplary terms is merely for the purpose of describing the embodiments in detail, and the scope of the embodiments is not limited by said examples or exemplary terms unless limited by the claims.

[0162] In addition, those skilled in the art will understand that various modifications, combinations, and changes may be configured according to design conditions and factors within the scope of the patent claims or equivalents to which they are added.

[0163] According to the present invention, a fuel supply system for ships and a ship including the same are provided. Furthermore, embodiments of the present invention may be applied to ships, etc. equipped with a fuel supply system used in industry.

Claims

1. A marine fuel supply system that supplies fuel to either a first engine using LPG as fuel or a second engine using ammonia as fuel, A fuel supply unit that supplies the above fuel; A pump unit that receives the fuel from the fuel supply unit, supplies fuel to the engine, and increases the pressure of the fuel; A heat exchanger that controls the temperature of the fuel by exchanging heat with the fuel flowing from the fuel supply unit to the pump unit; and A marine fuel supply system comprising: a control unit that regulates the pressure or temperature of fuel supplied to the engine according to the type of engine to which the marine fuel supply system supplies fuel.

2. In Paragraph 1, A marine fuel supply system further comprising: a valve section for recirculating at least a portion of the fuel flowing from the fuel supply section to the pump section to the fuel supply section.

3. In Paragraph 2, A marine fuel supply system in which the above-mentioned control unit controls the operation of the above-mentioned valve unit to regulate the flow rate of the fuel flowing from the above-mentioned fuel supply unit to the above-mentioned pump unit.

4. In Paragraph 3, The above control unit is, A marine fuel supply system that controls the operation of a valve section so that the flow rate of fuel flowing from the fuel supply section to the pump section is adjusted differently according to the type of engine supplying the fuel in the marine fuel supply system.

5. In Paragraph 4, The above control unit is, A marine fuel supply system that controls the operation of the valve section such that the flow rate of the fuel flowing from the fuel supply section to the pump section is relatively larger when the marine fuel supply system supplies the fuel to the first engine than when it supplies the fuel to the second engine.

6. In Paragraph 1, A fuel supply system for a ship, wherein the fuel supply unit comprises a fuel supply pump that increases the pressure of the fuel so that the fuel flows from the fuel storage tank where the fuel is stored toward the pump unit.

7. In Paragraph 6, The above fuel supply pump is provided in multiple numbers, and The above control unit is, A marine fuel supply system that adjusts the number of fuel supply pumps driven differently depending on the type of engine supplying the fuel.

8. In Paragraph 6, The above control unit is, A marine fuel supply system that controls the operation of a fuel supply pump so that the pressure of the fuel discharged from the fuel supply section to the pump section is the same, regardless of the type of engine that supplies the fuel in the marine fuel supply system.

9. In Paragraph 1, The above control unit is, A marine fuel supply system that controls the operation of a pump unit to vary the pressure of the fuel discharged from the pump unit to the engine side according to the type of engine that supplies the fuel.

10. In Paragraph 9, The above control unit is, A marine fuel supply system that controls the operation of a pump unit such that when the marine fuel supply system supplies the fuel to the first engine rather than to the second engine, the pressure of the fuel discharged from the pump unit to the engine side is relatively smaller.

11. Hull; An engine that provides propulsion power for the above-mentioned hull and is composed of either a first engine fueled by LPG or a second engine fueled by ammonia; and A marine fuel supply system that supplies fuel to either of the first engine and the second engine; comprising The above fuel supply system is, A ship comprising: a fuel supply unit for supplying the above fuel; a pump unit for receiving the above fuel from the fuel supply unit and supplying the fuel to the engine and increasing the pressure of the above fuel; a heat exchanger unit for controlling the temperature of the above fuel by exchanging heat with the above fuel flowing from the fuel supply unit to the pump unit; and a control unit for controlling the pressure or temperature of the fuel supplied to the engine according to the type of engine to which the ship fuel supply system supplies fuel.

12. In Paragraph 11, A vessel further comprising: a valve section for recirculating at least a portion of the fuel flowing from the fuel supply section to the pump section to the fuel supply section.

13. In Paragraph 11, A ship having a fuel supply unit that has a fuel supply pump that increases the pressure of the fuel so that the fuel flows from a fuel storage tank in which the fuel is stored toward the pump unit.

14. In Paragraph 13, The above fuel supply pump is provided in multiple numbers, and The above control unit is, A ship in which the above-described ship fuel supply system adjusts the number of fuel supply pumps driven differently depending on the type of engine supplying the fuel.

15. In Paragraph 11, The above control unit is, A ship in which the above-described ship fuel supply system controls the operation of the pump unit so that the pressure of the fuel discharged from the pump unit to the engine side varies according to the type of engine supplying the fuel.

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