JP2015232424A - Waste heat recovery device for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a waste heat recovery device for a ship which recovers a heat source of an exhaust gas of an engine at a maximum to drive a turbine and thereby improves the energy (electricity) generation ability.SOLUTION: A waste heat recovery device for a ship is disclosed. The waste heat recovery device for the ship according to one embodiment of the invention includes: a heat exchanger which recovers heat from an exhaust gas exhausted from an engine and heats a first refrigerant in an isobaric manner; a turbine which adiabatically expands the first refrigerant heated in the isobaric manner and is driven by the expanded first refrigerant; a condenser which condenses the adiabatically expanded first refrigerant; and a heat exchange pump which compresses the condensed first refrigerant and re-circulates the first refrigerant with the heat exchanger.

Description

  The present invention relates to a marine waste heat recovery apparatus, and more particularly to a marine waste heat recovery apparatus that recovers waste heat of exhaust gas discharged from a marine engine.

  Recently, as the era of high oil prices arrives, many efforts are being made to improve the energy efficiency of ships, reduce fuel costs, and ensure the environmental friendliness of ship operations.

  Generally, when operating a ship, energy is consumed mostly by the main engine for propulsion, and about 25% of the fuel required for the operation of the main engine is discarded into the atmosphere as exhaust gas. It is a reality. Therefore, various apparatuses for recovering a part of waste heat using such exhaust gas have been actively introduced.

  FIG. 1 is a schematic view showing a marine waste heat recovery apparatus according to the prior art. Referring to FIG. 1, a conventional waste heat recovery apparatus for ships recovers heat of exhaust gas after installing a heat recovery device (boiler) 121 in an exhaust pipe 111 from which exhaust gas is discharged from an engine 110 of the ship. Isothermal heating was used to generate high-temperature steam and used as a variety of energy sources.

  However, such a waste heat recovery apparatus for a ship according to the prior art recovers waste heat of exhaust gas only through a single heat recovery device 121, and thus passes through the heat recovery device 121. However, the waste heat of the exhaust gas still in a high temperature state cannot be recovered, and there is a problem that energy is wasted by being released to the atmosphere.

  There is also no heat recovery means for recovering heat from the cooler for cooling the heat generated by the engine itself.

  Meanwhile, the operating rate of the engine 110 changes during the operation of the ship. For example, a ship may operate the engine 110 at full load for about 2/3 of the total operation days, and the remaining operation days may operate at a lower load than the engine 110 at full load. it can. As described above, when the engine 110 is operated at a low load compared to the full load, the exhaust gas is generated relatively less than when the exhaust gas is full load.

  Such a change in the amount of exhaust gas causes a change in the amount of heat that flows into the Rankine cycle, which seriously affects the efficiency of the Rankine cycle, so that more waste heat from the exhaust gas from the engine is recovered than before. In the development of a marine waste heat recovery apparatus for driving a turbine, it is possible to generate electricity more stably only when such a point is taken into consideration.

JP 2009-236014 A Korean Published Patent No. 10-2010-0067247 U.S. Pat. No. 4,214,450 Korean Published Patent No. 10-1982-0000996

  The technical problem to be solved by the present invention is to provide a marine waste heat recovery device capable of improving the energy (electricity) generation capability by recovering the exhaust gas heat source of the engine to the maximum and driving the turbine. It is in.

  According to one aspect of the embodiment of the present invention, a heat exchanger that recovers heat from exhaust gas exhausted from an engine and heats the first refrigerant at a constant pressure, and adiabatic expansion of the first refrigerant that is heated at a constant pressure. And a heat exchanger pump that condenses the first refrigerant that has been adiabatically expanded, and a heat exchange pump that compresses the condensed first refrigerant and recirculates it in the heat exchanger. An industrial waste heat recovery device may be provided.

  The system may further include a plurality of coolers for cooling the heat generated from the engine, and the condensed first refrigerant is supplied with heat from the plurality of coolers and recirculated in the heat exchanger.

  The heat recovery apparatus may further include a recuperator that supplies heat discharged from the turbine to the first refrigerant supplied to the heat exchanger.

  The exhaust pipe through which the exhaust gas discharged from the engine passes may be further provided at the front end of the heat exchanger for recovering the heat of the exhaust gas separately from the heat exchanger.

  An auxiliary turbine that adiabatically expands and drives the second refrigerant that is heated at a constant pressure using heat recovered from the heat recovery unit, an auxiliary condenser that condenses the adiabatic expanded second refrigerant, and the condensed And an auxiliary pump that compresses the second refrigerant and recirculates the second refrigerant with the heat recovery unit.

  In order to supply the third refrigerant, which is a cooling medium of the condenser, to the condenser, a condenser cooling line connected to the condenser, and forcibly circulating the third refrigerant on the condenser cooling line A condenser cooling pump, a seawater heat exchanger for exchanging heat between the third refrigerant and seawater, and a seawater line connected to the seawater heat exchanger for supplying seawater to the seawater heat exchanger And a seawater pump for forcibly circulating the seawater on the seawater line.

  In order to supply the third refrigerant, which is a cooling medium of the condenser, to the condenser, a condenser cooling line connected to the condenser, and forcibly circulating the third refrigerant on the condenser cooling line A condenser cooling pump, a main cooler in which heat is exchanged between the third refrigerant and seawater and cooling fresh water and seawater, and the main cooler is supplied to the main cooler. And a seawater pump for forcibly circulating the seawater on the seawater line.

  And further comprising a turbocharger operated by the exhaust gas, wherein the heat exchanger is disposed between the turbocharger and the turbine, and the exhaust gas discharged from the turbocharger and the first supplied to the turbine. A heat exchange unit that mediates heat exchange with the refrigerant may be included.

  The heat exchanger may include at least one or more circulation pumps for circulation of the heat mediated fluid circulating through the heat exchange unit.

  The heat exchange unit is supplied to the first heat exchange unit that performs heat exchange between the exhaust gas discharged from the turbocharger and the heat-mediated fluid, and the exhaust gas discharged from the first heat exchange unit and the turbine. And a second heat exchange part that exchanges heat with the first refrigerant.

  The heat exchanging unit is disposed at a front end of the first heat exchanging unit, and heat supplied from the turbocharger and the heat mediated fluid exchange heat to heat the heat mediated fluid. May further be included.

  The heat exchanger may further include a bypass unit that causes the first heat exchange unit to bypass the heat transfer fluid without passing through the third heat exchange unit.

  A first supply line provided to flow the heat transfer fluid from the first heat exchange unit to the second heat exchange unit; and the heat transfer fluid exchanged from the second heat exchange unit. A second supply line for transmitting to the heat exchanging section, a bypass line that is connected to the first supply line and the second supply line at both ends, and selectively bypasses the heat transfer fluid; and the bypass line And a cooler that recovers heat absorbed by the first heat exchange unit from the flowing heat medium.

  It may further include a seawater line through which seawater flows and passes through the cooler.

  The cooler is arranged on the bypass line, and can cool the heat transfer fluid moving along the bypass line by heat exchange with external seawater.

  The embodiment of the present invention can improve the energy (electricity) generation ability while recovering the exhaust gas heat source of the engine to the maximum and driving a plurality of turbines.

  In addition, by appropriately adjusting the flow rate of the heat-mediated fluid circulating through the heat exchanger, it is possible to stably generate electricity regardless of engine load changes.

It is the schematic which shows the waste heat recovery apparatus for ships by a prior art. It is the schematic which shows the waste heat recovery apparatus for ships by 1st Embodiment of this invention. It is the schematic which shows the waste heat recovery apparatus for ships by 2nd Embodiment of this invention. It is the schematic which shows the waste heat recovery apparatus for ships by 3rd Embodiment of this invention. It is the schematic which shows the waste heat recovery apparatus for ships by 4th Embodiment of this invention. It is the schematic which shows the waste heat recovery apparatus for ships by 5th Embodiment of this invention. It is drawing explaining the waste heat recovery apparatus for ships by 6th Embodiment of this invention. It is drawing explaining the waste heat recovery apparatus for ships by 7th Embodiment of this invention. It is drawing which shows schematic structure of the waste heat recovery apparatus for ships by 8th Embodiment of this invention. 10 is a drawing schematically showing a configuration of a waste heat recovery unit in the marine waste heat recovery apparatus of FIG. 9. FIG. 10 is a diagram illustrating a state in which the heat transfer fluid moves along a detour line in the marine waste heat recovery apparatus of FIG. 9.

  For a full understanding of the invention, its operational advantages, and the objectives achieved by the practice of the invention, reference should be made to the accompanying drawings that illustrate preferred embodiments of the invention and the contents described in the accompanying drawings. Must.

  Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference numerals in the drawings denote like members.

  In the following description of the embodiments of the present invention, “isobaric heating” is not a term used in thermodynamics to hold a pressure mathematically or physically while keeping it completely the same. It must be understood as “isobaric heating”. Further, the meaning of “adiabatic expansion” and the like described in this specification should be interpreted in the same manner.

  FIG. 2 is a schematic view showing a marine waste heat recovery apparatus according to the first embodiment of the present invention.

  Referring to FIG. 2, the marine waste heat recovery apparatus according to the embodiment of the present invention includes a heat exchanger 41 that recovers heat from exhaust gas discharged from the engine 10 and heats the first refrigerant at an equal pressure, and an isobaric pressure. A turbine 42 that is driven by adiabatic expansion of the heated first refrigerant, a condenser 43 that condenses the adiabatically expanded first refrigerant, and the condensed first refrigerant is compressed and recirculated by the heat exchanger 41. The heat recovery pump 44 is provided at a front end of the heat exchanger 41 on the exhaust pipe 11 through which the exhaust gas discharged from the engine 10 and the exhaust gas discharged from the engine 10 pass and recovers heat of the exhaust gas separately from the heat exchanger 41 Instrument 31.

  In the present embodiment, the heat of the exhaust gas is recovered through the heat recovery unit 31 installed in the exhaust pipe 11 of the engine 10 from which the exhaust gas is exhausted to generate steam, and then used as a variety of energy sources, and at the same time, the heat recovery unit A heat exchanger 41 is further installed in the exhaust pipe 11 at the rear end of the turbine 31, and a turbine 42 driven by using heat recovered by the heat exchanger 41 and a condenser 43 that condenses the first refrigerant of the turbine 42. And a heat exchange pump 44 that compresses condensed condensed water (first refrigerant), thereby making it possible to further recover the waste heat of the exhaust gas. Here, the first refrigerant is an organic compound, that is, any one of ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, and R245fa.

  However, the scope of the right of the present invention is not limited to this, and if the first refrigerant can recover waste heat from the high-temperature exhaust gas, the heat recovery unit 31 is omitted, and the first refrigerant is also Other cooling media that are not organic compounds may be used.

  Meanwhile, the marine waste heat recovery apparatus according to the embodiment of the present invention further includes a recuperator 45 for supplying waste heat discharged from the turbine 42 to the first refrigerant supplied to the heat exchanger 41. Thus, the efficiency is further improved by supplying the first refrigerant supplied with the waste heat discharged from the turbine 42 to the heat exchanger 41.

  Further, the engine 10 is provided with a plurality of coolers for cooling the heat generated from the engine itself, that is, an oil cooler 12, an air cooler 13, and a jacket cooler 14. The waste heat for ships according to the embodiment of the present invention. In order to further improve the efficiency of the recovery device, the first refrigerant compressed through the heat exchange pump 44 is supplied with heat from the plurality of coolers 12, 13, 14 and recirculated in the heat exchanger 41. doing.

  On the other hand, seawater is used as a cooling medium used in the condenser 43, and in order to supply seawater to the condenser 43, seawater is forced on the cooling line 51 connected to the condenser 43 and the cooling line 51. A cooling pump 52 is further provided for circulation.

  Hereinafter, an operation process of the marine waste heat recovery apparatus according to the first embodiment of the present invention will be described as follows.

  First, the heat of the exhaust gas is recovered (isobaric heating) through the heat recovery device 31 to generate superheated steam and used as various energy sources, and then in the heat exchanger 41, the heat of the exhaust gas that has passed through the heat recovery device 31. Is recovered (isobaric heating) to bring the first refrigerant into a superheated steam state, and then the turbine 42 is driven while the first refrigerant is adiabatically expanded in the turbine 42, and the gas discharged from the turbine 42 ( The first refrigerant) is cooled at the same pressure by the cooling medium in the condenser 43 to become saturated water (first refrigerant), is adiabatically compressed by the heat exchange pump 44, and is supplied to the heat exchanger 41 again. The turbine 42 is driven by recovering the waste heat of the exhaust gas to the maximum while repeating the evaporation process.

  At this time, the first refrigerant compressed through the heat exchange pump 44 is supplied with heat from a plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket cooler 14, and then again from the recuperator 45 to the turbine 42. The efficiency is further improved by being supplied with the waste heat discharged from and supplied to the heat exchanger 41.

  As described above, in the present embodiment, the heat recovery device 31 is provided. However, the first refrigerant used in the heat exchanger 41 is not as hot as the refrigerant used in the heat recovery device 31 of the present embodiment. In this case, the heat recovery unit 31 may be omitted if the heat of the exhaust gas can be recovered.

  FIG. 3 is a view illustrating a configuration of a marine waste heat recovery apparatus according to a second embodiment of the present invention.

  The present embodiment has a difference in some configurations when compared with the first embodiment, and the other configurations are the same as the configuration of the first embodiment in FIG. Only the configuration with points will be described.

  Referring to FIG. 3, in the waste heat recovery apparatus for a ship according to the second embodiment of the present invention, a heat exchanger 41 is installed in the exhaust pipe 11 at the rear end of the heat recovery device 31 and recovered from the heat exchanger 41. A turbine 42 driven using the generated heat, a condenser 43 that condenses the gas (first refrigerant) of the turbine 42, and a heat exchange pump 44 that compresses the condensed condensed water (first refrigerant). In addition, the waste heat of the exhaust gas is further recovered outside the same cycle as in the first embodiment described above, and the heat of the exhaust gas is recovered through a heat recovery device 31 installed in the exhaust pipe 11 of the engine 10 from which the exhaust gas is discharged. After the turbine 32 is driven, the second refrigerant is condensed by the auxiliary condenser 33, and the condensed second refrigerant is compressed by the auxiliary pump 34 and is supplied to the heat recovery device 31 again. Sustained waste heat from exhaust gas By recovering, the cycle to drive the auxiliary turbine 32 is further added.

  The operation process of the waste heat recovery apparatus for marine vessels according to the second embodiment of the present invention having such a configuration will be described as follows.

  First, the heat recovery unit 31 recovers the heat of the exhaust gas (isobaric heating) to bring the second refrigerant into a superheated steam state, and then the auxiliary turbine 32 is driven while the second refrigerant is adiabatically expanded by the auxiliary turbine 32. The second refrigerant discharged from the auxiliary turbine 32 is then cooled at the same pressure by the cooling medium (seawater) in the first condenser 33 to become saturated water, and then adiabatically compressed by the auxiliary pump 34, and again. While repeating the process of being supplied to the heat recovery unit 31 and being evaporated, the waste heat of the exhaust gas is continuously recovered to drive the auxiliary turbine 32.

  At the same time, in the heat exchanger 41, the heat of the exhaust gas that has passed through the heat recovery device 31 is recovered again (isobaric heating), and the first refrigerant is changed to a superheated steam state. While the refrigerant is adiabatically expanded, the turbine 42 is driven, and the gas (first refrigerant) discharged from the turbine 42 is cooled at the same pressure by the cooling water in the condenser 43, which is the next stage, and saturated. After it becomes water, it is adiabatically compressed by the heat exchange pump 44, which is the next stage, and is supplied again to the heat exchanger 41, and the waste heat of the exhaust gas is recovered to the maximum while repeating the evaporation process. The turbine 42 is driven.

  The first refrigerant compressed through the heat exchange pump 44 is supplied with heat from a plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket cooler 14, and then again from the turbine 42 through the recuperator 45. After the exhausted waste heat is supplied, the efficiency is further improved by being supplied to the heat exchanger 41.

  As described above, the embodiment of the present invention is different from the conventional marine waste heat recovery apparatus in that the heat exchanger 41 and the turbine 42 are provided, and the heat of the exhaust gas discharged from the marine engine 10, that is, The waste heat is primarily recovered through the heat recovery unit 31 and the auxiliary turbine 32 is driven, and the waste heat is secondarily recovered again through the heat exchanger 41 and the turbine 42 is driven, so that basically the engine. It is possible to improve the energy (electricity) generation capability while recovering the maximum 10 exhaust gas heat sources and driving the turbines 32 and 42.

  In addition to this, the first refrigerant also recovers heat from the plurality of coolers 12, 13, and 14 by not only supplying the heat to the heat exchanger 41 but also using the waste heat exhausted from the turbine 42. The heater 45 also improves efficiency by supplying heat to the first refrigerant supplied to the heat exchanger 41.

  FIG. 4 is a view showing a configuration of a marine waste heat recovery apparatus according to a third embodiment of the present invention.

  The present embodiment has a difference in some configurations when compared with the first embodiment, and the other configurations are the same as the configuration of the first embodiment in FIG. Only the configuration with points will be described.

  Referring to FIG. 4, the waste heat recovery apparatus according to the third embodiment of the present invention includes a jacket cooler 14 for cooling heat generated from the engine 10, and the condensed first refrigerant is supplied from the jacket cooler 14. Heat is supplied and recirculated in the heat exchanger 41. That is, in the present embodiment, unlike the first embodiment, the first refrigerant compressed through the heat exchange pump 44 is supplied with heat only from the jacket cooler 14 and supplied to the heat exchanger 41. Compared to the oil cooler 12 and the air cooler 13, relatively much heat can be supplied from the jacket cooler 14, so the line passing through the oil cooler 12 and the air cooler 13 is omitted. Although the overall cycle can be simplified as compared with the first embodiment, there is an advantage that there is no significant decrease in efficiency compared with the first embodiment.

  FIG. 5 is a view showing a configuration of a marine waste heat recovery apparatus according to a fourth embodiment of the present invention.

  The present embodiment has a difference in some configurations when compared with the first embodiment, and the other configurations are the same as the configuration of the first embodiment in FIG. Only the configuration with points will be described.

  Referring to FIG. 5, the condenser 43 of the waste heat recovery apparatus according to the fourth embodiment of the present invention uses a third refrigerant as a cooling medium, and the third refrigerant exchanges heat with seawater.

  More specifically, in order to supply the third refrigerant to the condenser 43, a condenser cooling line 61 connected to the condenser 43, and a condensation for forcibly circulating the third refrigerant on the condenser cooling line 61. Water pump 63, seawater heat exchanger 63 in which heat is exchanged between the third refrigerant and seawater, and seawater line 64 connected to seawater heat exchanger 63 in order to supply seawater to seawater heat exchanger 63. And a seawater pump 65 for forcibly circulating the seawater in the seawater line 64.

  That is, when the condenser 43 is cooled by seawater, the condenser 43 and the like may be corroded. To prevent this, a separate condenser cooling line 61 is provided and the seawater indirectly. And the condenser 43 are heat exchanged.

  FIG. 6 is a view showing a configuration of a marine waste heat recovery apparatus according to a fifth embodiment of the present invention.

  The present embodiment has a difference in some configurations when compared with the first embodiment, and the other configurations are the same as the configuration of the first embodiment in FIG. Only the configuration with points will be described.

  Referring to FIG. 6, a waste heat recovery apparatus according to a fifth embodiment of the present invention includes a condenser cooling line 61 connected to the condenser 43 to supply the third refrigerant to the condenser 43, and the condensation. A condenser cooling pump 62 for forcibly circulating the third refrigerant in the condenser cooling line 61, a main cooler 71 for performing heat exchange between the third refrigerant and seawater, and heat exchange between the cooling fresh water and seawater, and a main cooler In order to supply seawater to 71, a seawater line 64 connected to the main cooler 71 and a seawater pump 65 for forcibly circulating the seawater in the seawater line 64 are included.

  The main cooler 71 is a place where heat is exchanged between the fresh water for cooling and the seawater for cooling the device in the ship. The fresh water for cooling passes through the fresh water line 81 and a fresh water pump (not shown). Supplied.

  Since the third refrigerant that cools the condenser 43 by the main cooler 71 and the seawater are heat-exchanged, the condenser 43 and the seawater are indirectly heat-exchanged. There is an advantage that you can.

  FIG. 7 is a view illustrating a marine waste heat recovery apparatus according to a sixth embodiment of the present invention.

  The present embodiment has a difference in some configurations when compared with the first embodiment, and the other configurations are the same as the configuration of the first embodiment in FIG. The explanation and the reference numerals of the first embodiment are used for the same parts.

  Referring to FIG. 7, the marine waste heat recovery apparatus according to the sixth embodiment of the present invention operates using the exhaust gas of the engine 10 that generates the propulsive force of the marine vessel as an energy source, as in the first embodiment.

  More specifically, the exhaust gas discharged from the engine 10 flows into the turbocharger 15 at a temperature higher than the temperature range of about 240 ° C. to 250 ° C., and the exhaust gas discharged from the turbocharger 15 is about 240 ° C. It has a temperature range of ~ 250 ° C. The exhaust gas discharged from the engine 10 is in a high pressure state, and the exhaust gas rotates a blade (not shown) provided in the turbocharger 15.

  At the same time, external air flows into the turbocharger 15, and the external air that flows into the turbocharger 15 is compressed by blades (not shown) that are rotated by the exhaust gas supplied to the turbocharger 15. In this process, the temperature of the external air becomes high.

  The exhaust gas discharged from the turbocharger 15 is supplied to the heat exchange unit 70 provided in the heat exchanger 41, and such exhaust gas is the first among the multiple heat exchange units provided in the heat exchange unit 70. 1 It can be supplied to the heat exchange unit 70a.

  On the other hand, the heat exchanger 41 may be provided with a pipe so that the heat transfer fluid can be continuously circulated therein.

  The heat transfer fluid can be heated to a predetermined temperature through heat exchange with the exhaust gas and circulated along the arrangement path of the heat exchanger 41.

  In the present embodiment, although not particularly limited to the heat transfer fluid, it is desirable that the initial physical viscosity is stably maintained without being oxidized by the high temperature exhaust gas. For example, the heat transfer fluid can be water or a thermal oil.

  The first heat exchange unit 70a can supply heat to the heat transfer fluid through heat exchange with the exhaust gas.

  At the same time, the external air flowing into the turbocharger 15 can be moved to the third heat exchanging part 71c after being heated to a predetermined temperature.

  The third heat exchange unit 71c heats the heat medium fluid by exchanging heat between the external air heated from the turbocharger 15 and the heat medium fluid circulated along the inside of the heat exchanger 41. Can do.

  That is, the heat transfer fluid is heated to a predetermined temperature in the third heat exchanging part 71c before moving to the first heat exchanging part 70a, and then the exhaust gas supplied from the turbocharger 15 in the first heat exchanging part 70a. It can be heated again.

  The air discharged from the third heat exchange unit 71c can be supplied to the engine 10 after being cooled by seawater.

  The first heat exchange unit 70a heats the heat transfer fluid by exchanging heat between the heat transfer fluid and the exhaust gas discharged from the turbocharger 15, and is relatively larger than the third heat exchange unit 71c described above. It may be provided to have a heat exchange area.

  The second heat exchange unit 70 b heats the first refrigerant by exchanging heat between the heat-mediated fluid supplied from the first heat exchange unit 70 a and the first refrigerant that drives the turbine 200. That is, the heat energy of the heat transfer fluid is transmitted to the first refrigerant in the second heat exchange unit 70b.

  In the present embodiment, the first refrigerant is an organic refrigerant, and the organic refrigerant is an organic compound. Further, the first refrigerant has a low boiling point and is stably vaporized even at a low temperature, and is used to rotate the blade in a vapor state inside the turbine 200.

  As the first refrigerant, a freon refrigerant and a hydrocarbon substance such as propane are mainly used. For example, the first refrigerant may be any one of R134a, R245fa, R236, R401, and R404 that are easily used with a relatively low heat source (400 ° C. or lower).

  The first refrigerant having such characteristics is vaporized by absorbing heat in the second heat exchanging portion 70 b and supplied to the turbine 42.

  The turbine 42 generates electricity by driving a generator (G, Generator) using the first refrigerant as an energy source.

  The first refrigerant moves to the recuperator 45 through the turbine 42, and the first refrigerant that has passed through the recuperator 45 is liquefied by the condenser 43 that exchanges heat with seawater and pumped through the pump 44. Thus, the recuperator 45 can be circulated and supplied.

  The first refrigerant can be supplied to the second heat exchange unit 70b via the recuperator 45.

  Hereinafter, the heat exchanger 41 according to the present embodiment will be described in detail.

  The heat exchanging unit 70 described above, that is, the first heat exchanging unit 70a, the second heat exchanging unit 70b, and the third heat exchanging unit 71c are arranged in series, and the heat transfer fluid is circulated in the heat exchanger 41. As described above, at least one circulation pump 72 may be provided.

  The circulation pump 72 can be arranged at the front end of the third heat exchange part 71c, but the scope of rights of the present invention is not limited to this.

  The heat exchanger 41 includes a heat exchange unit 70, that is, a storage unit 73 that temporarily stores a heat transfer fluid that has passed through the first heat exchange unit 70a, the second heat exchange unit 70b, and the third heat exchange unit 70c. May further be included. The storage unit 73 can store more heat medium fluid than the flow rate of the heat medium fluid circulating through the heat exchanger 41 in order to prevent the heat medium fluid from being insufficient.

  The heat transfer fluid that has passed through the second heat exchange unit 70b can be temporarily stored in the storage unit 73, then pumped by the circulation pump 72, and transferred to the third heat exchange unit 70c.

  In addition, the heat exchanger 41 may further include a bypass unit 74 for allowing the heat transfer fluid passing through the circulation pump 72 to bypass the first heat exchange unit 70a without passing through the third heat exchange unit 70c.

  The bypass part 74 supplies the bypass pipe 74a, the heat transfer fluid to the bypass pipe 74a, or the first valve 74b supplied to the third heat exchange part 70c, and the heat transfer fluid passed through the bypass pipe 74a as the main flow path. And a second valve 74c to be merged.

  The first valve 74b adjusts the flow so that part or all of the heat transfer fluid moves to the bypass pipe 74a, and similarly adjusts the flow rate of the heat transfer fluid supplied to the third heat exchange unit 70c. You can also. Here, the first valve 74b can adjust the flow rate of the heat transfer fluid supplied to the bypass pipe 74a and the third heat exchange unit 70c, and is also referred to as a flow rate adjusting unit.

  Further, the second valve 74c can be adjusted so that the heat-mediated fluid that has passed through the bypass pipe 74a does not flow to the third heat exchange unit 70c.

  In the present embodiment, the first valve 74b and the second valve 74c are described as an example of a three-way valve. However, the scope of rights of the present invention is not limited to this. For example, instead of the first valve 74b, a valve provided in the bypass pipe 74a and a valve provided at the front end of the third heat exchange part 70c may be provided, and the valve is introduced into the bypass pipe 74a and the third heat exchange part 70c. The adjustment of the flow rate can be achieved by simultaneous control of the respective valves.

  In the first valve 74b and the second valve 74c, when the engine 10 operates at full load, the heat transfer fluid does not pass through the third heat exchange part 70c through the bypass part 74 and flows into the first heat exchange part 70a. If the engine 10 does not operate at full load, a part or all of the heat transfer fluid flows through the third heat exchange part 70c and flows into the first heat exchange part 70a. Can be adjusted.

  With this configuration, the operation of the waste heat recovery apparatus for marine vessels according to the sixth embodiment of the present invention will be described with reference to FIG.

  During the operation of the ship, the engine 10 can be largely driven into a full load state and a non-full load state. Here, the full load state means not only a state where the engine is operated at 100% load but also a state where the engine can be operated at a similar load to supply a sufficient amount of heat to the heat transfer fluid. .

  First, in the case of a full load state, the exhaust gas discharged from the turbocharger 15 is supplied to the first heat exchange unit 70a to heat the heat-mediated fluid circulating in the heat exchanger 41.

  When the engine 10 is operated at full load, the exhaust gas discharged from the engine 10 contains a sufficiently large amount of heat, so that the heat transfer fluid absorbs a sufficiently large amount of heat in the first heat exchange unit 70a. can do. Therefore, the heat transfer fluid can flow into the first heat exchange unit 70a after passing through the bypass unit 74 without passing through the third heat exchange unit 70c.

  That is, the first valve 74b is adjusted so that any heat transfer fluid moves to the bypass pipe 74a, and the second valve 74c is adjusted to open any flow path connected to the bypass pipe 74a.

  The heat transfer fluid heated from the first heat exchange unit 70a flows into the second heat exchange unit 70b and heats the first refrigerant. The first refrigerant is supplied to the turbine 42 after being absorbed and vaporized by the second heat exchange unit 70b.

  The first refrigerant used to generate electricity by expanding in the turbine 42 may be circulated by the pump 44 after sequentially passing through the recuperator 45 and the condenser 43.

  On the other hand, when the engine 10 is driven in a non-full load state, that is, when the amount of exhaust gas generated from the engine 10 decreases below a certain level, the amount of heat contained in the exhaust gas sufficiently heats the heat-mediated fluid. It is insufficient.

  In this case, in the heat exchanger 41, a part of the heat medium fluid can be flowed into the third heat exchange part 70c and heated in advance.

  More specifically, the outside air is compressed by the turbocharger 15 and the temperature rises. The outside air whose temperature has been increased flows into the third heat exchange unit 70c.

  In addition, the first valve 74b allows a part of the heat transfer fluid to flow into the third heat exchange part 70c that is not the bypass pipe 74a.

  In the 3rd heat exchange part 70c, the air heated from the turbocharger 15 and heat mediation fluid are heat-exchanged, and a heat mediation fluid is heated. That is, a part of the heat transfer fluid is heated before flowing into the first heat exchange unit 70a.

  Therefore, even if the amount of heat contained in the exhaust gas supplied to the first heat exchange unit 70a is reduced, the heat transfer fluid is supplied in a state where the amount of heat is transmitted in advance before entering the first heat exchange unit 70a. The amount of heat discharged from the first heat exchange unit 70a can be maintained at a certain level.

  At this time, the first valve 74b adjusts the flow rate of the heat-mediated fluid that flows into the third heat exchange unit 70c according to the changed load amount of the engine 10, that is, the changed exhaust gas extraction amount. be able to. In particular, the first valve 74b has a heat transfer fluid that flows into the third heat exchange unit 70c such that the amount of heat contained in the heat transfer fluid that flows into the second heat exchange unit 70b is maintained at a certain level. The flow rate of can be adjusted.

  Even if the load of the engine 10 is changed by such a configuration and method, the amount of heat provided to the second heat exchange unit 70b can be kept constant. Therefore, the first refrigerant absorbs a sufficient amount of heat and is stably vaporized, whereby the turbine 42 is also driven stably, so that the generator (G) can also stably generate electricity.

  Hereinafter, the power generation system of the ship by 7th Embodiment of this invention is demonstrated with reference to FIG. However, in the seventh embodiment, as compared with the sixth embodiment, at least one of the first valve and the pump is used so that the temperature of the heat transfer fluid flowing into the second heat exchange unit is kept constant. Since there is a difference in controlling the above, the difference from the sixth embodiment will be mainly described, and the description of the sixth embodiment and the reference numerals will be used for the same parts.

  FIG. 8 is a view illustrating a marine waste heat recovery apparatus according to a seventh embodiment of the present invention.

  As shown in this figure, the ship waste heat recovery apparatus according to the seventh embodiment of the present invention maintains the power generation efficiency of the turbine 42 even when the load of the engine 10 is changed and the amount of exhaust gas discharged changes. By keeping the power on, power generation is always performed with optimum efficiency.

  Specifically, referring to FIG. 8, the waste heat recovery apparatus for a ship according to the seventh embodiment of the present invention measures the temperature of the first refrigerant on the first refrigerant outlet side of the second heat exchange unit 70 b. 80 may be provided.

  In the system as in the embodiment of the present invention, if the temperature of the heat transfer fluid flowing into the second heat exchange unit 70b is constant, the efficiency of the Rankine cycle including the turbine 42 is made constant.

  That is, the first valve 74b is adjusted so that the Rankine cycle operates at a constant efficiency, and the flow rate supplied to the bypass pipe 74a and the third heat exchange unit 70c is adjusted, or the pump 72 is adjusted, The flow rate of the heat mediated fluid supplied to the first valve 74b can be adjusted.

  For example, when the load on the engine 10 decreases, the amount of heat contained in the exhaust gas decreases, so the first valve 74b can supply a part of the heat transfer fluid to the third heat exchange unit 70c side to increase the temperature. . Further, if the flow rate supplied from the pump 72 to the first valve 74b is reduced, the temperature of the heat transfer fluid can be further increased by the amount of heat supplied from the first heat exchange unit 70a and the third heat exchange unit 70c.

  Conversely, when the load on the engine 10 increases, the temperature of the heat mediated fluid flowing into the second heat exchange unit 70b is lowered by controlling the first valve 74b and the pump 72 in the opposite manner to the above-described operation. sell.

  Such control of the first valve 74b and the pump 72 may be performed independently or in parallel.

  As a result, the temperature of the heat transfer fluid flowing into the second heat exchange unit 70b is maintained at a constant level, and the turbine 42 can always be driven with optimum efficiency.

  FIG. 9 is a view showing a schematic configuration of a marine waste heat recovery apparatus according to an eighth embodiment of the present invention. FIG. 10 is a diagram showing the configuration of a waste heat recovery unit in the marine waste heat recovery apparatus of FIG. FIG. 11 is a diagram schematically illustrating a state in which the heat transfer fluid moves along a detour line in the marine waste heat recovery apparatus of FIG. 9.

  The waste heat recovery apparatus of the present embodiment includes a heat absorption unit 100, a first supply line 200, a waste heat recovery unit 300, a second supply line 400, a bypass line 500, a cooler 600, and a seawater line 700.

  The heat absorption unit 100 is configured to recover or cool the heat generated by driving the engine E. Specifically, the engine E itself, exhaust gas G discharged from the engine E, scavenged air supplied to the engine E The heat of A can be recovered or cooled. The heat absorption unit 100 includes a first heat exchange unit 110 and a cooling unit 120.

  The first heat exchanging unit 110 may be disposed on a discharge path of the exhaust gas G generated from the engine E or a movement path of the scavenged air A supplied to the engine E, and absorb the heat of the exhaust gas G and the scavenged air A. it can. In addition, the first heat exchange unit 110 can also absorb the heat of the engine E itself and the engine oil. And the 1st heat exchange part 110 has a structure similar to a general heat exchanger, and the heat transfer fluid L1 for absorbing heat flows.

  The first heat exchanging unit 110 in the present embodiment is arranged on the movement path of the exhaust gas G discharged from the engine E. As described above, in the present embodiment, the heat transfer fluid L1 absorbs the heat of the exhaust gas G and transfers it to the waste heat recovery unit 300 by arranging the first heat exchange unit 110 in the exhaust gas G discharge path. Can do.

  The cooling unit 120 cools the scavenged air A to a limit temperature for supplying the engine E to the engine E. Here, the cooling unit 120 continuously cools the scavenged air A flowing into the engine E using the fresh water FW provided in the ship.

  That is, in this embodiment, the scavenging air A is cooled by providing the cooling unit 120 on the moving path of the scavenging air A flowing into the engine E.

  The heat supply fluid L1 flows through the first supply line 200, and connects the first heat exchange unit 110 and the second heat exchange unit 310 of the waste heat recovery unit 300 described later. Therefore, the heat transfer fluid L1 that has absorbed heat through the heat exchange with the exhaust gas G in the first heat exchange unit 110 flows to the second heat exchange unit 310 along the first supply line 200.

  The waste heat recovery unit 300 is a device that can absorb heat transmitted by the heat transfer fluid L1 and use it in various places. In this embodiment, the waste heat recovery unit 300 drives a separate turbine 330 to generate power. Configured to generate.

  The waste heat recovery unit 300 is formed by various types of heat exchange cycles, and is provided with a general ORC (Organic Rankine Cycle) in this embodiment.

  The waste heat recovery unit 300 includes a circulation loop 350, a turbine 330, a second heat exchange unit 310, a pump 340, and a condenser 320. In the circulation loop 350, the circulating fluid L2 circulates inside, and collects and supplies heat while circulating in the order of the second heat exchange unit 310, the turbine 330, the condenser 320, and the pump 340.

  The second heat exchange unit 310 is arranged on the path of the first supply line 200 so that the heat transfer fluid L1 that has absorbed heat from the first heat exchange unit 110 and the circulating fluid L2 perform heat exchange.

  The circulating fluid L <b> 2 is vaporized through the second heat exchange unit 310 along the circulation loop 350 through heat exchange with the heat mediated fluid L <b> 1, and the vaporized circulating fluid L <b> 2 drives the turbine 330. The circulating fluid L2 passing through the turbine 330 passes through the condenser 320 again and is cooled and liquefied. The liquefied circulating fluid L2 is provided to the second heat exchange unit 310 through the pump 340.

  On the other hand, the circulating fluid L2 flowing inside the circulating loop 350 is selected according to the temperature of the heat transfer fluid L1 provided from the second heat exchange unit 310, and generally a fluid having a boiling point lower than that of water is used. Is called.

  The heat supply fluid L1 flows through the second supply line 400 to connect the second heat exchange unit 310 and the first heat exchange unit 110 of the waste heat recovery unit 300 to each other. Accordingly, the heat-mediated fluid L1 that has released heat from the second heat exchange unit 310 to the circulating fluid L2 flows to the first heat exchange unit 110 along the second supply line 400.

  The bypass line 500 is configured so that both ends thereof are respectively connected to the first supply line 200 and the second supply line 400 to selectively bypass the heat transfer fluid L1. Specifically, the heat transfer fluid L1 is configured to be branched from the first supply line 200 and selectively bypasses the heat transfer fluid L1 moving along the first supply line 200, whereby the heat transfer fluid L1 is recovered as waste heat. It moves to the 2nd supply line 400, without passing through the unit 300, and is comprised so that it may provide to the 1st heat exchange part 110 again.

  Further, a separate flow rate adjustment valve 510 is provided at a point where the first supply line 200 and the bypass line 500 are connected, and the movement path and flow rate of the heat-mediated fluid L1 moving along the first supply line 200 are selectively selected. Configured to be adjustable.

  The cooler 600 is configured such that the heat mediated fluid L1 flowing in the bypass line 500 recovers the heat absorbed by the first heat exchange unit 110, and the cooler 600 in the present embodiment is disposed on the bypass line 500. The heat transfer fluid L1 moving along the bypass line 500 is cooled by heat exchange with the seawater SW.

  As described above, the waste heat recovery apparatus according to the present embodiment includes the bypass line 500 and the cooler 600, so that even if the heat transfer fluid L1 does not pass through the waste heat recovery unit 300, the heat transfer fluid L1 absorbs the heat transfer fluid L1. The configured heat is discharged and re-supplied to the first heat exchange unit 110.

  In the seawater line 700, the seawater SW flows inside, and the heat transfer fluid L1 and the circulating fluid L2 are cooled via the cooler 600 and the condenser 320. Specifically, in the present embodiment, a part of the seawater SW supplied from the sea circulates in the cooler 600 and the rest of the seawater SW is cooled while circulating in the condenser 320.

  However, the seawater line 700 may be connected in series with the cooler 600 and the condenser 320 to enable cooling without being limited to the present embodiment.

  On the other hand, when the seawater line 700 is configured to pass through the cooler 600 and the condenser 320, the heat-mediated fluid L1 and the circulating fluid L2 are used at each position using the seawater SW that can be continuously supplied. The piping can be made more convenient by providing a separate valve (not shown) so that the route of the seawater SW moving along the seawater line 700 can be adjusted. You can also.

  Here, by cooling the heat-mediated fluid L1 and the circulating fluid L2 using the seawater SW, it can be used continuously without being affected by the temperature change of the seawater SW after cooling.

  As described above, the waste heat recovery apparatus according to the present embodiment absorbs the heat generated from the engine E by the first heat exchanging unit 110 through the heat mediated fluid L1 and the second heat exchanging unit along the first supply line 200. The second heat exchange unit 310 provides the transferred heat to the circulating fluid L2 to drive the turbine 330.

  However, when the waste heat recovery unit 300 is damaged or malfunctions with such a configuration, the waste heat recovery unit 300 cannot be operated. The fluid L1 is configured not to pass through the waste heat recovery unit 300 but through the cooler 600 along the bypass line 500, so that the waste heat recovery unit 300 can be repaired.

  In particular, when the waste heat recovery unit 300 does not operate, the seawater SW does not need to pass through the condenser 320 of the waste heat recovery unit 300. Therefore, by adjusting the valve, the seawater SW passes only through the cooler 600. You can also.

  Further, by adjusting the movement path of the seawater SW, the temperature of the seawater SW can be adjusted to be suitable for the temperature conditions for heat exchange in the cooler 600 and the condenser 320.

  Meanwhile, in the waste heat recovery apparatus according to the present embodiment, the second supply line 400 may further include a temperature sensor 800 that measures the temperature of the heat mediated fluid L1.

  The temperature sensor 800 is configured to measure the temperature of the heat transfer fluid L1 via the waste heat recovery unit 300 on the second supply line 400, and controls the flow rate control valve 510 according to the measured temperature of the heat transfer fluid L1. By adjusting, the flow rate of the heat mediated fluid L1 passing through the waste heat recovery unit 300 and the cooler 600 can be adjusted. Accordingly, the flow of the heat transfer fluid L1 through the cooler 600 and the waste heat recovery unit 300 is adjusted to actively adjust the temperature of the heat transfer fluid L1 supplied to the first heat exchange unit 110.

  More specifically, a state in which the heat transfer fluid L1 and the seawater SW move will be described with reference to FIGS. 9 and 11. FIG. 9 shows a state in which the waste heat recovery unit 300 operates normally, After the medium fluid L <b> 1 passes through the first heat exchange unit 110, it is transmitted to the waste heat recovery unit 300 along the first supply line 200. The heat transfer fluid L1 moved to the waste heat recovery unit 300 is transferred to the first heat exchange unit 110 again after the temperature is lowered by heat exchange with the circulating fluid L2 in the second heat exchange unit 310.

  Then, the seawater SW flowing along the seawater line 700 cools the heat-mediated fluid L1 via the cooler 600, branches separately from this, and cools the circulating fluid L2 via the condenser 320. .

  Thus, when the waste heat recovery unit 300 operates, the seawater line 700 is supplied to the condenser 320 to cool the circulating fluid L2.

  Here, when the heat transfer fluid L1 moves along the first supply line 200 to the waste heat recovery unit 300, a part of the heat transfer fluid L1 bypasses along the bypass line 500 through the adjustment of the flow rate control valve 510. The first heat exchange unit 110 can be supplied again.

  That is, the flow rate of the heat mediated fluid L1 supplied to the waste heat recovery unit 300 can be adjusted. Therefore, after the heat exchange in the waste heat recovery unit 300 by the temperature sensor 800 described above, the temperature of the heat transfer fluid L1 discharged is monitored, and the most effective amount of the heat transfer fluid L1 is the waste heat recovery unit. 300 can be adjusted to flow.

  Further, a part of the heat transfer fluid L1 passing through the bypass line 500 is cooled by the cooler 600. Therefore, even if the partial heat transfer fluid L1 does not pass through the waste heat recovery unit 300, sufficient cooling can be performed.

  Further, the diversification of the cooling path of the heat transfer fluid L1 adjusts the temperature of the heat transfer fluid L1 supplied to the first heat exchange unit 110, which adjusts the amount of the seawater SW flowing through the cooler 600. It is also possible.

  On the other hand, as shown in FIG. 11, when the waste heat recovery unit 300 does not operate, the heat transfer fluid L1 moves to the second supply line 400 along the detour line 500 after passing through the first heat exchange unit 110. To do.

  Here, the heat transfer fluid L <b> 1 is cooled via the cooler 600 disposed on the bypass line 500, and then supplied to the first heat exchange unit 110 along the second supply line 400 again.

  Then, the seawater SW that flows along the seawater line 700 cools the heat-mediated fluid L1 via the cooler 600.

  Thereby, even if the waste heat recovery unit 300 does not operate, the heat-mediated fluid L1 can be continuously circulated through the cooler 600.

  Meanwhile, although not shown in the drawing, a plurality of first heat exchange units 110 may be provided depending on the capacity of the engine E and the like.

  Thus, it is obvious to those skilled in the art that the present invention is not limited to the described embodiments, and various modifications and variations can be made without departing from the spirit and scope of the present invention. Therefore, it should be said that such modifications or variations belong to the scope of the claims of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is used for a ship, and such a ship has a self-navigation capability and is not limited to a ship that transfers people and cargo, but also a liquefied natural gas-floating production storage facility (LNG-FPSO: Liquid Natural Gas). -It may include floating offshore structures for storing and handling cargo such as Floating Production Storage Offloading (FSU), Floating Crude Oil Storage Facility (FSU).

Claims (15)

A heat exchanger for recovering heat from the exhaust gas discharged from the engine and heating the first refrigerant at a constant pressure;
A turbine driven by adiabatic expansion of the first refrigerant heated at the same pressure;
A condenser for condensing the adiabatically expanded first refrigerant;
A marine waste heat recovery apparatus, comprising: a heat exchange pump that compresses the condensed first refrigerant and recirculates the refrigerant with the heat exchanger. A plurality of coolers for cooling the heat generated from the engine;
2. The waste heat recovery apparatus for a ship according to claim 1, wherein the condensed first refrigerant is supplied with heat from the plurality of coolers and is recirculated in the heat exchanger.   The marine waste heat recovery apparatus according to claim 1, further comprising a recuperator that supplies heat discharged from the turbine to the first refrigerant supplied to the heat exchanger.   The exhaust pipe through which the exhaust gas discharged from the engine passes, and further includes a heat recovery unit provided at a front end of the heat exchanger for recovering heat of the exhaust gas separately from the heat exchanger. The waste heat recovery apparatus for ships described in 1. An auxiliary turbine that adiabatically expands and drives the second refrigerant that is heated at a constant pressure using the heat recovered from the heat recovery device;
An auxiliary condenser for condensing the second adiabatic expanded refrigerant;
The waste heat recovery apparatus for a ship according to claim 4, further comprising an auxiliary pump that compresses the condensed second refrigerant and recirculates the condensed refrigerant with the heat recovery unit. A condenser cooling line connected to the condenser to supply a third refrigerant that is a cooling medium of the condenser to the condenser;
A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;
A seawater heat exchanger in which heat is exchanged between the third refrigerant and seawater;
A seawater line connected to the seawater heat exchanger to supply seawater to the seawater heat exchanger;
The marine waste heat recovery apparatus according to claim 1, further comprising: a seawater pump for forcibly circulating the seawater on the seawater line. A condenser cooling line connected to the condenser to supply a third refrigerant that is a cooling medium of the condenser to the condenser;
A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;
A main cooler in which heat exchange between the third refrigerant and seawater and heat exchange between the fresh water for cooling and the seawater is performed;
A seawater line connected to the main cooler to supply the seawater to the main cooler;
The marine waste heat recovery apparatus according to claim 1, further comprising: a seawater pump for forcibly circulating the seawater on the seawater line. And further comprising a turbocharger operated by the exhaust gas,
The heat exchanger is
The heat exchange unit which is arranged between the turbocharger and the turbine and mediates heat exchange between the exhaust gas discharged from the turbocharger and the first refrigerant supplied to the turbine. The waste heat recovery apparatus for ships described. The heat exchanger is
The waste heat recovery apparatus for ships according to claim 8, comprising at least one circulation pump for circulation of the heat mediated fluid circulating through the heat exchange unit. The heat exchange unit is
A first heat exchange unit that performs heat exchange between the exhaust gas discharged from the turbocharger and the heat-mediated fluid;
The waste heat recovery apparatus for ships according to claim 9, further comprising: a second heat exchange unit that exchanges heat between the exhaust gas discharged from the first heat exchange unit and the first refrigerant supplied to the turbine. The heat exchange unit is
Arranged at the front end of the first heat exchange section;
The waste heat recovery apparatus for a ship according to claim 10, further comprising a third heat exchanging unit configured to exchange heat between the air supplied from the turbocharger and the heat medium fluid to heat the heat medium fluid. The heat exchanger is
The waste heat recovery apparatus for a ship according to claim 11, further comprising a bypass section for allowing the first heat exchange section to bypass the heat mediated fluid without passing through the third heat exchange section. A first supply line provided for flowing the heat transfer fluid from the first heat exchange unit to the second heat exchange unit;
A second supply line for transferring the heat-mediated fluid exchanged from the second heat exchange unit to the first heat exchange unit;
A detour line having both ends connected to the first supply line and the second supply line, respectively, to selectively bypass the heat transfer fluid;
The waste heat recovery apparatus for ships according to claim 10, further comprising: a cooler that recovers heat absorbed by the first heat exchange unit from the heat transfer fluid flowing in the bypass line.   The waste heat recovery apparatus for ships according to claim 13, further comprising a seawater line through which seawater flows and passes through the cooler. The cooler is
The waste heat recovery apparatus for a ship according to claim 14, wherein the heat transfer fluid that is arranged on the bypass line and moves along the bypass line is cooled by heat exchange with external seawater.

Images