CN113365910A - Polar vessel with cooling water control system and method for controlling cooling water in a polar vessel - Google Patents
Polar vessel with cooling water control system and method for controlling cooling water in a polar vessel Download PDFInfo
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- CN113365910A CN113365910A CN201980090155.XA CN201980090155A CN113365910A CN 113365910 A CN113365910 A CN 113365910A CN 201980090155 A CN201980090155 A CN 201980090155A CN 113365910 A CN113365910 A CN 113365910A
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- 239000000498 cooling water Substances 0.000 title claims abstract description 97
- 238000000034 method Methods 0.000 title claims description 23
- 239000013535 sea water Substances 0.000 claims abstract description 428
- 238000012546 transfer Methods 0.000 claims abstract description 32
- 238000001816 cooling Methods 0.000 claims abstract description 23
- 238000010438 heat treatment Methods 0.000 claims abstract description 10
- 230000015572 biosynthetic process Effects 0.000 claims description 58
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 41
- 229920006395 saturated elastomer Polymers 0.000 claims description 13
- 238000002347 injection Methods 0.000 claims description 9
- 239000007924 injection Substances 0.000 claims description 9
- 239000007789 gas Substances 0.000 claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 239000008236 heating water Substances 0.000 claims description 3
- 239000002918 waste heat Substances 0.000 claims description 3
- 238000007710 freezing Methods 0.000 abstract 2
- 230000008014 freezing Effects 0.000 abstract 2
- 238000010586 diagram Methods 0.000 description 8
- 239000002826 coolant Substances 0.000 description 7
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- 239000013505 freshwater Substances 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 239000005457 ice water Substances 0.000 description 4
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- 238000010248 power generation Methods 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
- B63J2/12—Heating; Cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B13/00—Conduits for emptying or ballasting; Self-bailing equipment; Scuppers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
- B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
- B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B2207/00—Buoyancy or ballast means
- B63B2207/02—Variable ballast or buoyancy
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Heat Treatment Of Water, Waste Water Or Sewage (AREA)
- Air Conditioning Control Device (AREA)
Abstract
The present invention relates to an arctic ship having a cooling water control system for cooling a heating device using seawater, the arctic ship comprising: a sea chest for sucking and storing seawater from outside the ship; an engine room ballast tank formed on a hull of the ship to store seawater; a heating device generating energy to operate the vessel and generating heat therein; a heat exchanger exchanging heat between the heat transfer medium heated in the heating device and the seawater to cool the heat transfer medium and heat the seawater; and a main sea water pump supplying the sea water stored in the sea water tank or the engine room ballast tank to the heat exchanger, wherein the sea water flowing through the sea water tank is supplied to the heat exchanger by the main sea water pump in a normal case where freezing is not generated in the sea water tank, and the sea water stored in the engine room ballast tank is supplied to the heat exchanger by the main sea water pump in an emergency case where freezing is generated in the sea water tank.
Description
Technical Field
The present invention relates to an arctic ship including a cooling water control system and a cooling water control method for the arctic ship, and more particularly, to an arctic ship including a cooling water control system that ensures smooth supply of cooling seawater even when ice formation occurs in the arctic ship in an arctic environment, and a cooling water control method for the arctic ship.
Background
In the case of loss of arctic sea ice due to global warming, there is an increased interest in northeast airlines near russia and northwest airlines near canada.
Since arctic regions are rich in natural resources and are also referred to as emerging travel destinations, arctic channels for sightseeing and transporting and supplying resources from arctic oil fields are being actively developed.
In particular, countries near the arctic ocean, including the united states, canada, russia, denmark, norway, etc., are conducting research to develop arctic channels that have approximately 25% of the world's natural resources and 30% less time and distance than existing channels.
From data released by us and canadian researchers, current ship traffic through arctic channels is expected to reach 2% of global ship traffic by 2030 and 5% by 2050. However, due to global warming, the opening of the arctic channel is likely to accelerate.
Unlike ordinary water, polar water has characteristics of borneol environment, and thus, there is a need for a method considering environmental risk independently of research and development of components and materials. In particular, safe operation is crucial for vessels operating in the arctic ocean, which are exposed to more potential risks than vessels operating in normal water.
In particular, the environmental conditions of the polar region, such as average atmospheric temperatures of about-52 ℃ and icebergs, pose difficulties in the development of the polar region.
Meanwhile, a ship is generally provided in its hull with a sea tank adapted to receive and store seawater, wherein the seawater stored in the sea tank is used to cool a heat generator, such as an engine or a generator. Specifically, cold sea water can be used as a refrigerant in a ship, although it is sailing in cold water or polar water.
A typical seawater-based cooling system for a marine vessel comprises: a seawater tank to receive seawater; a seawater circulation line providing a path for circulation of seawater from the seawater tank; a seawater pump installed on the seawater circulation line to pump and circulate seawater; a cooler disposed on the seawater circulation line to perform cooling using circulating seawater as a refrigerant; and a coolant circulation line that provides a path through which coolant that has undergone heat exchange circulates from the cooler to an object to be cooled (e.g., an engine or a generator) by a coolant pump.
In this typical cooling system, seawater is introduced into a seawater tank through a bottom seawater tank, pumped from the seawater tank by a seawater pump to circulate to a cooler, and exchanges heat with coolant pumped by a coolant pump to thereby circulate the object to be cooled to the cooler along a coolant circulation line by means of the object to be cooled, whereby the coolant is cooled and thus can be used to cool the object to be cooled.
However, a problem with this typical seawater-based cooling system is that during operation in an ice-breaking mode in a polar environment, ice blockage of the seawater tank may occur, thereby making cooling control difficult.
Disclosure of Invention
Technical challenge
In order to solve the problem that after the seawater-based cooling system is applied to an arctic ship, the sea water tank causes the cooling system to malfunction due to ice clogging caused by ice formation, a method may be proposed in which an iced sea water tank and a low sea water tank are separately provided such that hot seawater heated by heat exchange is supplied to the low sea water tank, and when the seawater in the iced sea water tank is frozen, the hot seawater in the low sea water tank is supplied to the iced sea water tank.
However, if these measures fail to remove ice formation in the ice water tank, the cooling system fails, eventually making it impossible to maintain proper operation of the propulsion system.
The present invention has been conceived to solve such problems in the art, and an aspect of the present invention is to provide an arctic ship including a cooling water control system that ensures a stable and continuous supply of cooling seawater even when ice formation occurs in a refrigerator in a polar environment, and a cooling water control method for the arctic ship.
Means for solving the problems
According to an aspect of the present invention, there is provided an arctic ship including a cooling water control system adapted to cool a heat generator using seawater, the arctic ship including: a sea chest receiving sea water from outside the ship and storing the sea water; an engine room ballast tank formed in a hull of the ship to store seawater; a heat generator that generates heat while generating energy for operating the ship; a heat exchanger that performs heat exchange between the heat transfer medium heated in the heat generator and seawater to cool the heat transfer medium while heating the seawater; a main seawater pump for supplying seawater from a seawater tank or an engine room ballast tank to the heat exchanger; a seawater supply line extending from the seawater tank to the heat exchanger and having a main seawater pump provided thereon; a seawater circulation line extending from the heat exchanger to a seawater tank; a first emergency supply line extending from the engine room ballast tank to a seawater supply line upstream of the main seawater pump; and a first emergency circulation line branched from the seawater circulation line and extending to the engine room ballast tank, wherein, in a normal case where ice formation does not occur in the seawater tank, seawater received through the seawater tank is supplied to the heat exchanger via the main seawater pump, and in an emergency case where ice formation has occurred in the seawater tank, seawater stored in the engine room ballast tank is supplied to the heat exchanger via the main seawater pump.
The arctic vessel may further comprise: a plurality of cargo tank ballast tanks formed in a hull of the ship to store seawater, wherein the seawater stored in one of the plurality of cargo tank ballast tanks may be supplied to the engine room ballast tank when the seawater stored in the engine room ballast tank exceeds a reference temperature suitable for cooling the heat transfer medium in the heat exchanger.
The arctic vessel may further comprise: a plurality of cargo tank ballast tanks formed in a hull of the ship to store seawater; a second emergency supply line connecting at least one of the plurality of cargo tank ballast tanks to the engine compartment ballast tank; and a second emergency circulation line branching from the first emergency circulation line and extending to at least one of the plurality of cargo tank ballast tanks.
The arctic vessel may further comprise: a valve disposed on the first emergency circulation line to control the flow of seawater through the first emergency circulation line.
The arctic vessel may further comprise: a circulation control valve disposed at a point where the second emergency circulation line branches from the first emergency circulation line, the circulation control valve being a three-way valve.
The arctic vessel may further comprise: a temperature transmitter disposed in the engine compartment ballast tank to detect a temperature of the seawater stored in the engine compartment ballast tank.
The arctic vessel may further comprise: a remote sensor positioned in each of the plurality of cargo tank ballast tanks to detect a level of seawater in the cargo tank ballast tank.
The arctic vessel may further comprise: an emergency pump disposed on the second emergency supply line to supply seawater from at least one of the plurality of cargo tank ballast tanks to the engine compartment ballast tank.
According to another aspect of the present invention, there is provided an arctic ship including a cooling water control system adapted to cool a heat generator using seawater, the arctic ship comprising: a sea chest receiving sea water from outside the ship and storing the sea water; an auxiliary boiler generating heat while generating energy for operating the ship; an economizer heating water using waste heat of exhaust gas discharged from the heat generator to supply saturated steam to the auxiliary boiler; a circulation pump supplying the exhaust gas from the auxiliary boiler to the economizer; a steam supply line connecting the auxiliary boiler to the sea water tank to form a saturated steam flow path; a steam blower disposed on the steam supply line to move the saturated steam to the sea water tank; and an injection nozzle disposed in the sea water tank and connected to a discharge side of the steam supply line, wherein, in a normal case where ice formation does not occur in the sea water tank, the steam blower is turned off and the steam supply line is closed, and in an emergency case where ice formation has occurred in the sea water tank, the steam supply line is opened and the steam blower is actuated to discharge saturated steam into the sea water tank through the injection nozzle.
The arctic vessel may further comprise: an on/off valve disposed on the steam supply line between the injection nozzle and the steam blower, wherein the on/off valve may be in a closed position to close the steam supply line in a normal case where ice formation does not occur in the sea water tank, and may be switched to an open position to open the steam supply line in an emergency case where ice formation has occurred in the sea water tank.
The arctic vessel may further comprise: and a heat insulating layer formed on an outer side of the steam supply line to block an external temperature.
According to another aspect of the present invention, there is provided a cooling water control method for an arctic ship including a cooling water control system adapted to cool a heat generator using seawater, the arctic ship including: a sea chest receiving sea water from outside the ship and storing the sea water; an engine room ballast tank formed in a hull of the ship to store seawater; a heat generator that generates heat while generating energy for operating the ship; a heat exchanger that performs heat exchange between the heat transfer medium heated in the heat generator and seawater to cool the heat transfer medium while heating the seawater; and a main seawater pump supplying seawater from a seawater tank or an engine room ballast tank to the heat exchanger, the cooling water control method comprising: supplying the seawater stored in the seawater tank by the main seawater pump to the heat exchanger in a normal case where ice formation does not occur in the seawater tank, and supplying the seawater stored in the engine room ballast tank to the heat exchanger by the main seawater pump in an emergency case where ice formation has occurred in the seawater tank; and after supplying the seawater from the one cargo tank ballast tank to the heat exchanger via the engine room ballast tank, when the temperature of the seawater in the engine room ballast tank exceeds the reference temperature again, selecting another cargo tank ballast tank and supplying the seawater from the other cargo tank ballast tank to the engine room ballast tank.
When the level of the seawater in the seawater tank remains below a predetermined reference height for a certain period of time, it is determined that ice formation has occurred in the seawater tank.
The ship may further include a plurality of cargo tank ballast tanks formed in a hull of the ship to store seawater, wherein the cooling water control method may further include: when the temperature of the seawater in the engine room ballast tank exceeds a reference temperature suitable for cooling the heat transfer medium in the heat exchanger, the seawater is supplied from one of the plurality of cargo tank ballast tanks to the engine room ballast tank.
Effects of the invention
The present invention provides an arctic ship including a cooling water control system that ensures a stable and continuous supply of cooling seawater even when ice formation occurs in a refrigerator in a polar environment, and a cooling water control method for the arctic ship.
In the cooling water control system and method according to the present invention, even when seawater cannot be introduced from the outside of the hull due to ice formation in the ice seawater tank, normal operation of the ship can be achieved using seawater stored in the engine room ballast tank and the cargo tank ballast tank, thereby allowing safety during sailing in an extreme region to be significantly improved.
In addition, in the cooling water control system and method according to the present invention, it is possible to secure a sufficient time to remove ice formation in the ice seawater tank.
Drawings
FIG. 1 is a block diagram of an exemplary chilled water control system for an arctic vessel using seawater as the chilled water.
Fig. 2 is a block diagram of a cooling water control system for an arctic ship according to a first embodiment of the present invention.
Fig. 3 is a block diagram of a cooling water control system for an arctic ship according to a second embodiment of the present invention.
Fig. 4 is a block diagram of a cooling water control system for an arctic ship according to a third embodiment of the present invention.
Detailed Description
Hereinafter, a cooling water control system for an arctic ship using seawater as cooling water according to an exemplary embodiment of the present invention will be described in detail with reference to the accompanying drawings. Throughout the specification, the same reference numerals denote the same elements having the same or similar functions, and a detailed description thereof will not be repeated.
FIG. 1 is a block diagram of an exemplary chilled water control system for an arctic vessel using seawater as the chilled water.
The cooling water control system of fig. 1 includes: a seawater reservoir formed in a hull of an arctic ship to store seawater, such as an ice seawater tank (110) and a low seawater tank (112); a heat exchanger (124) that cools the heat transfer medium heated in the heat generator (e.g., a propulsion engine, a power generation engine, and a boiler) by heat exchange between the heat transfer medium and seawater received from the seawater reservoir; a seawater supply line extending from the seawater reservoir to the heat exchanger (124); a main seawater pump (122) disposed on the seawater supply line to pump seawater from the seawater reservoir to the heat exchanger (124); a seawater circulation line extending from the heat exchanger (124) to a seawater reservoir; and a temperature control valve (126) for seawater circulation, wherein the temperature control valve is disposed on the seawater circulation line to control the flow direction and rate of seawater.
In addition, the cooling water control system further includes a controller (140) that controls the temperature control valve (126) and the like based on data received from sensors including a remote sensor (134) disposed in the ice sea water tank (110) to detect a water level of the sea water in the ice sea water tank (110) and a temperature transmitter (132) disposed downstream of the main sea water pump (122) to detect a temperature of the sea water.
Referring to fig. 1, the cooling water control system may include two cooling water control systems having the same specifications and disposed at respective port and starboard sides of the vessel. In addition, reference numeral (102), which has not been described, denotes a ballast water sea chest, and reference numeral (104) denotes a ballast water pump that supplies sea water from the ballast water sea chest (102) to a ballast tank (not shown). Lines may be provided to transport seawater from the ice sea chest (110) to the ballast tanks via ballast water pumps (104) as needed.
Now, the operation of the cooling water control system of fig. 1 will be described.
Under normal conditions in which ice formation does not occur in the ice sea water tank (110), sea water in the ice sea water tank (110) is pumped by a main sea water pump (122) to be supplied as cooling water to a heat exchanger (124). Heat transfer media (e.g., fresh water, glycol water, etc.) heated in heat generators (not shown), such as various engines and boilers, are supplied to the heat exchanger (124) via piping (not shown). Then, heat is exchanged between the heat transfer medium and the seawater as cooling water in the heat exchanger (124), thereby cooling the heat transfer medium and heating the seawater. Here, heated seawater may be supplied to a low sea water tank (112).
In the chilled water control system of fig. 1, after the occurrence of ice formation is detected in the ice sea chest (110), the following three-step anti-ice formation process may be performed to prevent further ice formation, and further, to melt the ice.
Step 1) anti-icing formation using some of the heated seawater in a heat exchanger
Hot seawater heated by heat exchange with a heat transfer medium in a heat exchanger (124) is supplied to at least one of an ice seawater tank (110) and a low seawater tank (112) based on a seawater temperature determined by a controller (140) through a temperature transmitter (132) disposed downstream of a main seawater pump (122). A temperature control valve (126), which is, for example, a three-way valve, may be disposed on the seawater circulation line to control the temperature of seawater in the ice seawater tank (110) by controlling the flow direction and rate of hot seawater.
In this way, at least some of the hot seawater heated in the heat exchanger (124) may be supplied to the ice sea water tank (110) to melt ice introduced into the ice sea water tank (110) from outside the hull together with the seawater.
Step 2): anti-icing by seawater circulation
Step 2) may be performed when the internal temperature of the ice sea water tank (110) decreases even during step 1).
That is, after determining that the level of seawater in the ice sea chest (110), as measured by the remote sensor (134) disposed in the ice sea chest (110), is below a first reference height (e.g., 9,700 millimeters above the ship baseline), the controller (140) determines that the drop in seawater level is due to ice formation.
Then, the controller (140) controls the temperature control valve (126) to supply all the hot seawater heated by heat exchange with the heat transfer medium in the heat exchanger (124) to the ice seawater tank (110).
In this way, all of the hot seawater may be supplied to the ice seawater tank (110) to heat the seawater in the ice seawater tank (110) and melt the ice introduced into the ice seawater tank. After mixing with the seawater in the ice sea water tank (110), the hot seawater supplied to the ice sea water tank (110) may be supplied back to the heat exchanger (124) via the main seawater pump (122), thereby forming a seawater circulation. Thus, ice formation in the ice sea chest (110) can be effectively removed.
Step 3): anti-ice formation using hot seawater stored in low seawater tanks
Step 3) may be performed when the internal temperature of the ice sea water tank (110) decreases even during step 2).
That is, after determining that the level of seawater in the ice sea chest (110), as measured by the remote sensor (134) disposed in the ice sea chest (110), is below a second reference height (e.g., 8,500 millimeters above the ship baseline), the controller (140) determines that the drop in seawater level due to ice formation continues. Then, the controller (140) controls a valve (120a) disposed on a pipeline connected between the ice sea water tank (110) and the low sea water tank (112) to supply relatively hot sea water held in the low sea water tank (112) to the ice sea water tank (110). For example, the valve (120a) may be automatically or manually switched between an open position and a closed position.
In this way, all of the hot seawater heated by heat exchange with the heat transfer medium in the heat exchanger (124) and the relatively hot seawater held in the low seawater tank (112) can be supplied to the ice seawater tank (110), thereby more effectively removing ice formation in the ice seawater tank (110).
However, if all these measures fail to eliminate ice formation in the ice sea chest (110), the cooling system fails and the heat generator, e.g. the engine (e.g. the propulsion system), is not cooled properly, eventually making it impossible to maintain normal propulsion of the vessel.
[ first embodiment ]
Next, in the case where the cooling water control system of fig. 1 fails to remove ice formation in the seawater tank, additional measures will be described with reference to fig. 2. Fig. 2 is a block diagram of a cooling water control system for an arctic ship according to a first embodiment of the present invention.
The cooling water control system of fig. 2 differs from the cooling water control system of fig. 1 in that ballast water in a seawater reservoir near the engine room, such as ballast water in the engine room ballast tank (210), may be supplied as cooling water to the heat exchanger (124). In fig. 2, the same components as those of the cooling water control system of fig. 1 are denoted by the same reference numerals as in fig. 1.
Similar to the cooling water control system of fig. 1, the cooling water control system of fig. 2 includes: a seawater reservoir formed in a hull of an arctic ship to store seawater, such as an ice seawater tank (110) and a low seawater tank (112); a heat exchanger (124) that cools the heat transfer medium heated in the heat generator (e.g., a propulsion engine, a power generation engine, and a boiler) by heat exchange between the heat transfer medium and seawater received from the seawater reservoir; a seawater supply line extending from the seawater reservoir to the heat exchanger (124); a main seawater pump (122) disposed on the seawater supply line and adapted to pump seawater from the seawater reservoir to the heat exchanger (124); a seawater circulation line extending from the heat exchanger (124) to a seawater reservoir; and a temperature control valve (126) for seawater circulation, wherein the temperature control valve is disposed on the seawater circulation line to control the flow direction and rate of seawater.
In addition, similar to the cooling water control system of fig. 1, the cooling water control system of fig. 2 further includes a controller (140) that controls a temperature control valve (126) and the like based on data received from sensors including a remote sensor (134) disposed in the seawater tank (110) to detect a level of seawater in the seawater tank and a temperature transmitter (132) disposed downstream of the main seawater pump (122) to detect a temperature of the seawater.
The cooling water control system of fig. 2 further includes: another sea reservoir, near the engine room, such as an engine room ballast tank (210); a first emergency supply line extending from the engine compartment ballast tank (210) to a seawater supply line upstream of the main seawater pump (122) to deliver seawater from the engine compartment ballast tank (210) to the heat exchanger (124) via the main seawater pump (122); and a first emergency circulation line branching from the seawater circulation line and extending to the engine room ballast tank (210) to circulate the seawater heated in the heat exchanger (124) back to the engine room ballast tank (210).
Additionally, the cooling water control system of fig. 2 further includes a remote sensor (234) that detects a level of seawater in the engine compartment ballast tank (210), wherein the controller (140) can determine the presence of seawater in the engine compartment ballast tank (210) based on data received from the remote sensor (234).
Further, when circulation of seawater through the first emergency supply line and the first emergency circulation line is required, the controller (140) may open an on/off valve (224) disposed on the first emergency supply line and an on/off valve (222) disposed on the first emergency circulation line.
Referring to fig. 2, the cooling water control system may include two cooling water control systems having the same specifications and disposed at respective port and starboard sides of the vessel. Reference numeral (102), which has not been described, denotes a ballast water sea chest, and reference numeral (104) denotes a ballast water pump that supplies sea water from the ballast water sea chest (102) to a ballast tank (not shown). Lines may be provided to transport seawater from the ice sea chest (110) to the ballast tanks via ballast water pumps (104) as needed.
Now, the operation of the cooling water control system of fig. 2 will be described.
As described above with reference to fig. 1, under normal conditions in which ice formation does not occur in the ice sea water tank (110), sea water in the ice sea water tank (110) is pumped by the main sea water pump (122) to be supplied as cooling water to the heat exchanger (124).
Heat transfer media (e.g., fresh water, glycol water, etc.) heated by heat generators (not shown), such as various engines and boilers, are supplied to the heat exchanger (124) via piping (not shown). Then, heat is exchanged between the heat transfer medium and the seawater as cooling water in the heat exchanger (124), thereby cooling the heat transfer medium and heating the seawater. Here, heated seawater may be supplied to a low sea water tank (112).
In the chilled water control system of fig. 2, after the occurrence of ice formation is detected in the ice sea chest (110), a three-step anti-ice formation process as described above with reference to fig. 1 may be performed to prevent further ice formation, and further, to melt the ice. In addition, step 4) may be performed when the three-step anti-ice formation process fails to remove ice formation in the ice water tank.
Step 4) using seawater stored in the engine room ballast tank as cooling water
Step 4) may be performed when the level of seawater in the ice sea water tank (110) does not rise even during step 3).
First, when the water level of the sea water in the ice sea water tank (110), measured by the remote sensor (134) disposed in the ice sea water tank (110), remains below a second reference height (e.g., 8,500 millimeters above the ship's baseline) for 1 hour or more, the controller (140) determines that there is a difficulty in removing ice formation from the ice sea water tank (110). Then, the controller (140) may determine the presence of seawater in the engine compartment ballast tank (210) based on detecting the level of seawater in the engine compartment ballast tank (210) by a remote sensor (234) disposed in the engine compartment ballast tank (210), and may activate a button for operating the polar emergency seawater system in the event of ice formation in the seawater tank to await user input. Alternatively, the controller may alert the user with an audible or visual signal.
After determining that operation of the polar emergency seawater system is required, the user may prepare to operate the polar emergency seawater system, such as stopping and closing various pumps and valves of the seawater supply system that are not associated with propulsion of the vessel.
When a user presses a button for operating the polar emergency seawater system, the controller (140) may automatically perform the following operations:
-stopping the main sea water pump (122);
-directing the flow of seawater through a temperature control valve (126) for circulation of seawater towards an ice sea water tank (110);
-closing valves (120a to 120e) associated with the introduction/discharge of seawater into/from the ice and sea water tank (110) and the low sea water tank (112); and-opening valves (222, 224) associated with the introduction/discharge of seawater into/from the engine compartment ballast tank (210).
However, it should be understood that the present invention is not so limited and that these operations may be performed manually by a user rather than automatically by the controller (140).
Upon completion of these operations, the controller (140) may activate an actuation button of the main seawater pump (122) to notify the user that the seawater in the engine compartment ballast tank (210) is ready for use.
Here, the controller (140) may be configured to activate the main seawater pump (122) within a predetermined time (e.g., 10 seconds) after the user presses the activation button.
In this way, through step 4), instead of seawater in the chilled ice sea chest (110), seawater in the engine room ballast tank (210) may be pumped by the main seawater pump (122) to be supplied and circulated to the heat exchanger (124).
Step 4) may be performed until the seawater in the engine room ballast tank (210) reaches a heat exchange reference temperature, such as 30 ℃ or 32 ℃. The user may perform a de-icing operation to remove ice formation in the ice sea chest (110) while performing step 4).
The seawater supplied to the engine room ballast tank (210), i.e., the seawater heated in the heat exchanger (124), can be cooled by heat exchange with the polar seawater outside the hull via the hull outer wall adjacent to the engine room ballast tank (210).
[ second embodiment ]
Fig. 3 is a block diagram of a cooling water control system for an arctic ship according to a second embodiment of the present invention.
The cooling water control system of fig. 3 is different from that of fig. 2 in that seawater disposed in a seawater reservoir in the hull, for example, ballast water disposed in all ballast tanks in the hull, i.e., the engine room ballast tank (210) and the cargo tank ballast tank (310), may be supplied as cooling water to the heat exchanger (124). In fig. 3, the same components as those of the cooling water control system of fig. 2 will be denoted by the same reference numerals as in fig. 2.
Similar to the cooling water control system of fig. 1, the cooling water control system of fig. 3 includes: a seawater reservoir formed in a hull of an arctic ship to store seawater, such as an ice seawater tank (110) and a low seawater tank (112); a heat exchanger (124) that cools the heat transfer medium heated in the heat generator (e.g., a propulsion engine, a power generation engine, and a boiler) by heat exchange between the heat transfer medium and seawater received from the seawater reservoir; a seawater supply line extending from the seawater reservoir to the heat exchanger (124); a main seawater pump (122) disposed on the seawater supply line and adapted to pump seawater from the seawater reservoir to the heat exchanger (124); a seawater circulation line extending from the heat exchanger (124) to a seawater reservoir; and a temperature control valve (126) for seawater circulation, wherein the temperature control valve is disposed on the seawater circulation line to control the flow direction and rate of seawater.
In addition, similar to the cooling water control system of fig. 1, the cooling water control system of fig. 3 further includes a controller (140) that controls a temperature control valve (126) and the like based on data received from sensors including a remote sensor (134) disposed in the seawater tank (110) to detect a water level of seawater in the seawater tank and a temperature transmitter (132) disposed downstream of the main seawater pump (122) to detect a temperature of the seawater.
Similar to the cooling water control system of fig. 2, the cooling water control system of fig. 3 further includes: another sea reservoir, near the engine room, such as an engine room ballast tank (210); a first emergency supply line extending from the engine compartment ballast tank (210) to a seawater supply line upstream of the main seawater pump (122) to deliver seawater from the engine compartment ballast tank (210) to the heat exchanger (124) via the main seawater pump (122); and a first emergency circulation line branching from the seawater circulation line and extending to the engine room ballast tank (210) to circulate the seawater heated in the heat exchanger (124) back to the engine room ballast tank (210).
Additionally, similar to the chilled water control system of fig. 2, the chilled water control system of fig. 3 further includes a remote sensor (234) that detects a level of seawater in the engine compartment ballast tank (210), wherein the controller (140) can determine the presence of seawater in the engine compartment ballast tank (210) based on data received from the remote sensor (234).
Although similar to the cooling water control system of fig. 2, the cooling water control system of fig. 3 includes an on/off valve (222) disposed on the first emergency circulation line to control the flow of seawater through the first emergency circulation line, the cooling water control system of fig. 3 being different from the cooling water control system of fig. 2 in that the valve disposed on the first emergency supply line to control the flow of seawater through the first emergency supply line is a circulation control valve (322) that is a three-way valve rather than an on/off valve as depicted in fig. 2.
The cooling water control system of fig. 3 may be configured such that the sea water in the de-icing sea water tank (110), the low sea water tank (112), and a sea water reservoir other than the engine room ballast tank (210), such as ballast water disposed in a cargo tank ballast tank (310) in the hull, may be supplied as cooling water to the heat exchanger (124).
For this purpose, the cooling water control system of fig. 3 further includes: a second emergency supply line connecting at least one of the plurality of cargo tank ballast tanks (310) to the engine room ballast tank (210) to deliver seawater stored in the at least one of the plurality of cargo tank ballast tanks (310) to the heat exchanger (124) via the main seawater pump (122); and a second emergency circulation line branching from the first emergency circulation line and extending to at least one of the plurality of cargo tank ballast tanks (310) to circulate the seawater heated in the heat exchanger (124) back to the at least one of the plurality of cargo tank ballast tanks (310). At the point where the second emergency circulation line branches from the first emergency circulation line, a circulation control valve (322) as a three-way valve is disposed to control the flow direction of the seawater.
Additionally, the cooling water control system of fig. 3 may further include a temperature transmitter (332) that detects the temperature of the seawater in the engine compartment ballast tank (210) and a remote sensor (334) that detects the level of the seawater in the cargo compartment ballast tank (310). The controller (140) may determine whether the seawater in the engine compartment ballast tank (210) has a suitable temperature for use as cooling water based on data received from the temperature transmitter (332), and may determine the presence of seawater in the cargo compartment ballast tank (310) based on data received from the remote sensor (334).
When circulation of seawater through the second emergency supply line and the second emergency circulation line is required, the controller (140) may open an on/off valve (325) disposed on the second emergency supply line and an on/off valve (324) disposed on the second emergency circulation line, and may actuate an emergency pump (326) disposed on the second emergency supply line.
The cargo tank ballast tank (310) and the engine room ballast tank (210) may communicate with each other via a conduit connected between their respective undersides, wherein a portion of the conduit may form part of the second emergency circulation line. The cargo tank ballast tank (310) and the engine room ballast tank (210) may be isolated from each other by closing a valve (323) disposed on the piping. Here, the valve (323) needs to be closed so that a portion of the piping connected between the cargo tank ballast tank (310) and the engine room ballast tank (210) forms a portion of the second emergency circulation line, as described above.
Referring to fig. 3, the cooling system may include two cooling water control systems having the same specifications and disposed at respective port and starboard sides of the vessel. Reference numeral (102), which has not been described, denotes a ballast water sea chest, and reference numeral (104) denotes a ballast water pump that supplies sea water from the ballast water sea chest (102) to a ballast tank (not shown). Lines may be provided to transport seawater from the ice sea chest (110) to the ballast tanks via ballast water pumps (104) as needed.
Now, the operation of the cooling water control system of fig. 3 will be described.
As described above with reference to fig. 1, under normal conditions in which ice formation does not occur in the ice sea water tank (110), sea water in the ice sea water tank (110) is pumped by the main sea water pump (122) to be supplied as cooling water to the heat exchanger (124). Heat transfer media (e.g., fresh water, glycol water, etc.) heated by heat generators (not shown), such as various engines and boilers, are supplied to the heat exchanger (124) via piping (not shown). Then, heat is exchanged between the heat transfer medium and the seawater as cooling water in the heat exchanger (124), thereby cooling the heat transfer medium and heating the seawater. Here, heated seawater may be supplied to a low sea water tank (112).
In the chilled water control system of fig. 3, after the occurrence of ice formation is detected in the ice sea chest (110), a three-step anti-ice formation process as described above with reference to fig. 1 may be performed to prevent further ice formation, and further, to melt the ice.
When the three-step anti-ice formation process fails to remove ice formation in the ice water tank, step 4) as described above with reference to fig. 2 may be performed.
When the temperature of the seawater in the engine room ballast tank (210) exceeds the heat exchange reference temperature (e.g., 30 ℃ or 32 ℃) during step 4), step 5) may be performed as follows:
step 5): using sea water stored in ballast tanks of cargo holds as cooling water
When the temperature of the seawater in the engine compartment ballast tank (210), which is detected by a temperature transmitter (332) disposed in the engine compartment ballast tank (210), exceeds a heat exchange reference temperature (e.g., 30 ℃ or 32 ℃), the controller (140) determines that the seawater in the engine compartment ballast tank (210) is unsuitable for use as cooling water. Next, the controller (140) prepares to supply the ballast water in the cargo-compartment ballast tank (310) to the engine-compartment ballast tank (210) so that the ballast water in the cargo-compartment ballast tank (310) is used as the cooling water.
First, the controller (140) selects one of the plurality of cargo tank ballast tanks (310) in which seawater is stored. To this end, the controller (140) determines whether seawater is present in each of the cargo ballast tanks (310) based on a detection of a level of seawater in each of the cargo ballast tanks (310) by a remote sensor (334) disposed in each of the cargo ballast tanks (310).
The controller (140) then closes the inlet valve (323) of the engine compartment ballast tank (210) and opens the inlet valve (324) and the outlet valve (325) of the selected cargo compartment ballast tank (310).
Additionally, the controller (140) controls the flow of the heated seawater in the heat exchanger (124) toward the selected cargo tank ballast tank (310) rather than toward the engine compartment ballast tank (210) by adjusting the direction of a recycle control valve (322) disposed on the first emergency supply line. Here, the opening and closing of the aforementioned valves may be performed automatically by the controller (140) or may be performed manually by a user.
The controller (140) may actuate an emergency pump (326) disposed on the second emergency supply line at a predetermined time (e.g., 10 seconds) after determining that operation of the valve has been completed.
In this manner, through step 5), the seawater in the cargo tank ballast tank (310) may be pumped by the main seawater pump (122) through the engine room ballast tank (210) to be supplied and circulated to the heat exchanger (124).
Step 5) may be performed until the seawater in the engine room ballast tank (210) reaches a heat exchange reference temperature, such as 30 ℃ or 32 ℃.
When the temperature of the seawater in the engine room ballast tank (210) exceeds the heat exchange reference temperature again, the controller (140) may select another cargo tank ballast tank (310) to perform step 5 again).
That is, the controller (140) stops the emergency pump (326), closes the inlet valve (324) and the outlet valve (325) associated with the previously selected cargo tank ballast tank (310), opens the inlet valve (324) and the outlet valve (325) associated with the newly selected cargo tank ballast tank (310), and restarts the emergency pump (326) disposed on the second emergency supply line at a predetermined time (e.g., 10 seconds) after determining that the operation of these valves has been completed.
The user may perform a de-icing operation to remove ice formation in the ice sea chest (110) while performing step 5).
The seawater supplied to the engine room ballast tank (210), i.e., the seawater heated in the heat exchanger (124), can be cooled by heat exchange with the polar seawater outside the hull via the hull outer wall adjacent to the engine room ballast tank (210).
According to the first embodiment of the present invention, for a ship containing five DF engines or diesel engines (marine normal load: 86%) fueled by heavy oil or light oil, one engine room ballast tank (each of 733 ton capacity) disposed on each of the port side and the starboard side, and four cargo tank ballast tanks (each of 8,053 ton capacity) disposed on each of the port side and the starboard side, the cooling water control system can operate for, for example, 2.5 hours based on the assumption that step 4) is performed under the following conditions: ambient temperature: -50 ℃, initial temperature of circulating seawater: 10 ℃, allowable temperature of circulating seawater: 32 ℃, feed temperature of fresh water cooling equipment: at 36 ℃.
Here, the operating time of the cooling water control system was derived by calculating the time it takes for the seawater in the engine room ballast tank to reach 32 ℃ after absorbing heat from the freshwater cooling propulsion device (i.e., heat generator) via heat exchange in the heat exchanger, taking into account the heat loss due to the polar seawater (e.g., at-2 ℃) and the hull interior (e.g., at 5 ℃) adjacent to the engine room ballast tank.
Further, according to the second embodiment of the present invention, the cooling water control system can be operated for, for example, 110 hours on the assumption that steps 4) and 5) are performed under the same conditions as in the first embodiment.
Here, it is assumed that the temperature conditions of the inside and outside of the hull with respect to the cargo-compartment ballast tank are the same as those with respect to the engine-room ballast tank.
From this, it can be seen that when step 5) is further performed, the cooling water control system can operate for 107.5 hours longer than when only step 4) is performed. This is because the number of available tanks and the amount of available seawater increase in step 5).
Since the cargo tank ballast tank (310) can exchange heat with cold polar seawater through the outer wall of the hull, the seawater used in the cargo tank ballast tank can be cooled by the polar seawater (about-2 ℃) to be reused.
The cooling water control system of an arctic ship according to the present invention can reduce the amount of steam used to heat ballast water, thereby reducing the energy consumed to generate steam while reducing the emission of pollutants.
[ third embodiment ]
Fig. 4 is a block diagram of a cooling water control system for an arctic ship according to a third embodiment of the present invention, wherein the cooling water control system may include two cooling water control systems having the same specifications and disposed at respective port and starboard sides of the arctic ship.
Referring to fig. 4, a cooling water control system for an arctic ship according to a third embodiment is a cooling water control system adapted to cool a heat generator using seawater and includes: a sea chest (410) receiving sea water from outside the vessel and storing the sea water; an auxiliary boiler (420) generating heat while generating energy for operating the ship; an economizer (430) heating water using waste heat of exhaust gas discharged from the auxiliary boiler (420) to supply saturated steam to the auxiliary boiler; a circulation pump (440) supplying the exhaust gas from the auxiliary boiler (420) to the economizer (430); a steam supply line (450) connecting the auxiliary boiler (420) to the sea chest (410) to form a saturated steam flow path; a steam blower (460) disposed on the steam supply line (450) to move the saturated steam to the sea water tank (410); and an injection nozzle (470) disposed in the seawater tank and connected to a discharge side of the steam supply line (450).
In addition, the cooling water control system may further include an on/off valve (480) disposed on the steam supply line (450) between the injection nozzle (470) and the steam blower (460), wherein the on/off valve (480) may be maintained in a closed position to close the steam supply line (4503) under normal conditions in which ice formation does not occur in the sea water tank (410).
On the other hand, in an emergency situation in which ice formation has occurred in the sea chest (410), the on/off valve (480) may be switched to the open position to open the steam supply line (450).
In addition, the cooling water control system may further include an insulation layer (e.g., a void, not shown) disposed on an outer side of the steam supply line (450) to block external heat, i.e., to prevent steam from becoming water due to cold seawater, and the steam supply line (450) may branch into a plurality of sub-lines connected to the inside of the sea chest (410).
When the steam supply line (450) branches into a plurality of sub-lines connected to the inside of the sea chest (410), the plurality of sub-lines (450) may each be provided with an on/off valve (480) that is switchable between an open position and a closed position.
In an arctic ship including the cooling water control system according to this embodiment, the steam blower (460) may be turned off and the steam supply line (450) may be closed via the switching valve (480) in a normal case where ice formation does not occur in the sea water tank (410).
On the other hand, in an emergency situation where ice formation has occurred in the sea chest (410), the steam supply line (450) may be opened and the steam blower (460) may be actuated to expel saturated steam into the sea chest (410) via the injection nozzle (470).
That is, in an emergency situation where ice formation has occurred in the sea chest (410), the cooling water control system according to the third embodiment may break, melt, and remove ice remaining in the sea chest (410) by injecting saturated steam (high temperature/high pressure: 7 bar/169 ℃) into the sea chest (410).
Although some embodiments have been described herein, it is to be understood that these embodiments are provided for purposes of illustration only and are not to be construed as limiting the invention in any way, and that various modifications, changes, alterations, and equivalent embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention. The scope of the invention should be defined by the appended claims and equivalents thereof.
Claims (14)
1. An arctic vessel including a cooling water control system adapted to cool a heat generator using seawater, the arctic vessel comprising:
a sea chest receiving sea water from outside the ship and storing the sea water;
an engine room ballast tank formed in a hull of the ship to store seawater;
a heat generator that generates heat while generating energy for operating the ship;
a heat exchanger that performs heat exchange between the heat transfer medium heated in the heat generator and seawater to cool the heat transfer medium while heating the seawater;
a main seawater pump supplying seawater from the seawater tank or the engine room ballast tank to the heat exchanger;
a seawater supply line extending from the seawater tank to the heat exchanger and having the main seawater pump disposed thereon;
a seawater circulation line extending from the heat exchanger to the seawater tank;
a first emergency supply line extending from the engine room ballast tank to the seawater supply line upstream of the main seawater pump; and
a first emergency circulation line branching from the seawater circulation line and extending to the engine compartment ballast tank,
wherein, in a normal case where ice formation does not occur in the sea water tank, sea water received through the sea water tank is supplied to the heat exchanger via the main sea water pump, and in an emergency case where ice formation has occurred in the sea water tank, sea water stored in the engine compartment ballast tank is supplied to the heat exchanger via the main sea water pump.
2. The arctic vessel of claim 1, further comprising:
a plurality of cargo tank ballast tanks formed in the hull of the ship to store seawater,
wherein the seawater stored in one of the plurality of cargo tank ballast tanks is supplied to the engine room ballast tank when the seawater stored in the engine room ballast tank exceeds a reference temperature suitable for cooling the heat transfer medium in the heat exchanger.
3. The arctic vessel of claim 1, further comprising:
a plurality of cargo tank ballast tanks formed in the hull of the ship to store seawater;
a second emergency supply line connecting at least one of the plurality of cargo tank ballast tanks to the engine compartment ballast tank; and
a second emergency circulation line branching from the first emergency circulation line and extending to the at least one of the plurality of cargo tank ballast tanks.
4. The arctic vessel of claim 3, further comprising:
a valve disposed on the first emergency circulation line to control flow of seawater through the first emergency circulation line.
5. The arctic vessel of claim 4, further comprising:
a circulation control valve disposed at a point where the second emergency circulation line branches from the first emergency circulation line, the circulation control valve being a three-way valve.
6. The arctic vessel of claim 1, further comprising:
a temperature transmitter disposed in the engine compartment ballast tank to detect a temperature of seawater stored in the engine compartment ballast tank.
7. The arctic vessel of claim 2, further comprising:
a remote sensor positioned in each of the plurality of cargo tank ballast tanks to detect a level of seawater in the cargo tank ballast tank.
8. The arctic vessel of claim 4, further comprising:
an emergency pump disposed on the second emergency supply line to supply seawater from the at least one of the plurality of cargo tank ballast tanks to the engine compartment ballast tank.
9. An arctic vessel including a cooling water control system adapted to cool a heat generator using seawater, the arctic vessel comprising:
a sea chest receiving sea water from outside the ship and storing the sea water;
an auxiliary boiler generating heat while generating energy for operating the ship;
an economizer heating water using waste heat of exhaust gas discharged from the heat generator to supply saturated steam to the auxiliary boiler;
a circulation pump that supplies the exhaust gas from the auxiliary boiler to the economizer;
a steam supply line connecting the auxiliary boiler to the sea chest to form a saturated steam flow path;
a steam blower disposed on the steam supply line to move the saturated steam to the sea chest; and
an injection nozzle disposed in the seawater tank and connected to a discharge side of the steam supply line,
wherein, in a normal situation in which ice formation does not occur in the seawater tank, the steam blower is turned off and the steam supply line is closed, and in an emergency situation in which ice formation has occurred in the seawater tank, the steam supply line is opened and the steam blower is actuated to discharge the saturated steam into the seawater tank through the injection nozzle.
10. The arctic vessel of claim 9, further comprising:
a switching valve disposed on the steam supply line between the injection nozzle and the steam blower,
wherein the switch valve is in a closed position to close the steam supply line in a normal situation in which ice formation in the sea chest does not occur, and the switch valve is switched to an open position to open the steam supply line in an emergency situation in which ice formation has occurred in the sea chest.
11. The arctic vessel of claim 9, further comprising:
a heat insulating layer formed on an outer side of the steam supply line to block an external temperature.
12. A cooling water control method for an arctic ship including a cooling water control system adapted to cool a heat generator using seawater, the arctic ship comprising: a sea chest receiving sea water from outside the ship and storing the sea water; an engine room ballast tank formed in a hull of the ship to store seawater; a heat generator that generates heat while generating energy for operating the ship; a heat exchanger that performs heat exchange between the heat transfer medium heated in the heat generator and seawater to cool the heat transfer medium while heating the seawater; a main seawater pump supplying seawater from the seawater tank or the engine room ballast tank to the heat exchanger; and a plurality of cargo tank ballast tanks formed in the hull of the ship to store seawater, the method comprising:
supplying the sea water stored in the sea tank to the heat exchanger through the main sea water pump in a normal case where ice formation does not occur in the sea tank, and supplying the sea water stored in the engine compartment ballast tank to the heat exchanger through the main sea water pump in an emergency case where ice formation has occurred in the sea tank; and
supplying seawater from one of the plurality of cargo tank ballast tanks to the engine room ballast tank when the temperature of the seawater in the engine room ballast tank exceeds a reference temperature suitable for cooling the heat transfer medium in the heat exchanger.
13. The cooling water control method according to claim 12, wherein it is determined that ice formation has occurred in the sea water tank when a water level of the sea water in the sea water tank is kept below a predetermined reference height for a certain period of time.
14. The cooling water control method according to claim 12, the method further comprising:
after supplying seawater from the one of the plurality of cargo tank ballast tanks to the heat exchanger via the engine room ballast tank, when the temperature of the seawater in the engine room ballast tank exceeds the reference temperature again, another cargo tank ballast tank is selected and seawater is supplied from the another cargo tank ballast tank to the engine room ballast tank.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2019-0011006 | 2019-01-29 | ||
| KR1020190011006A KR102664937B1 (en) | 2019-01-29 | 2019-01-29 | Arctic vessel having cooling water control system and method for controling cooling water in the arctic vessel |
| PCT/KR2019/017135 WO2020159067A1 (en) | 2019-01-29 | 2019-12-05 | Polar vessel having cooling water control system, and method for controlling cooling water in polar vessel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113365910A true CN113365910A (en) | 2021-09-07 |
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| CN201980090155.XA Pending CN113365910A (en) | 2019-01-29 | 2019-12-05 | Polar vessel with cooling water control system and method for controlling cooling water in a polar vessel |
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| Country | Link |
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| KR (1) | KR102664937B1 (en) |
| CN (1) | CN113365910A (en) |
| WO (1) | WO2020159067A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113859501A (en) * | 2021-11-11 | 2021-12-31 | 江南造船(集团)有限责任公司 | Anti-icing winter protection cooling water system of polar region boats and ships |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR102265991B1 (en) | 2020-10-19 | 2021-06-17 | 주식회사 오리엔탈정공 | Cryogenic crane system for a ship |
| CN113788104B (en) * | 2021-09-29 | 2022-12-13 | 广船国际有限公司 | Ship seawater circulating system and using method thereof |
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| KR20170130758A (en) * | 2016-05-19 | 2017-11-29 | 대우조선해양 주식회사 | Apparatus and method for de-icing of balancing water in arctic vessel |
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| KR20090112296A (en) | 2008-04-24 | 2009-10-28 | 삼성중공업 주식회사 | Cooling apparatus using seawater in a vessel |
| KR20160072452A (en) * | 2014-12-15 | 2016-06-23 | 재단법인 중소조선연구원 | anti-icing system for recycling exhausting gas heat of ship sailing frozen sea |
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- 2019-01-29 KR KR1020190011006A patent/KR102664937B1/en active IP Right Grant
- 2019-12-05 WO PCT/KR2019/017135 patent/WO2020159067A1/en active Application Filing
- 2019-12-05 CN CN201980090155.XA patent/CN113365910A/en active Pending
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Also Published As
| Publication number | Publication date |
|---|---|
| KR20200093816A (en) | 2020-08-06 |
| WO2020159067A1 (en) | 2020-08-06 |
| KR102664937B1 (en) | 2024-05-17 |
| RU2019141110A (en) | 2021-06-15 |
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