JPS6036703A - Propelling plant of vessel driven by steam turbine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an improvement for reducing the total heavy oil consumption rate of propulsion plants of ships driven by steam turbines, and in particular, the present invention provides an improvement for reducing the total fuel oil consumption rate of propulsion plants of ships driven by existing steam turbines. It concerns an improvement in reducing the oil consumption rate by total excessive energy conversion.

The improvement according to the present invention is based on a completely new idea of adding gas turbines to the steam cycle of a steam turbine-driven marine propulsion plant. Full energy is supplied to the propulsion shaft via an electric motor or pre-reduction device powered by a generator driven by a turbine, generating exhaust gas that can be used as combustion air in the King Zeiler and reheating the main steam in an external reheater. Exhaust gas zeilers or exhaust gas generators simply reheat the main steam in an external reheater. Also, according to the present invention, the propulsion plant has two swords? When equipped with an irage system, the superheater of one boiler is used as a main steam reheater, which is only logically applicable for energy conversion in existing propulsion plants.

The present invention can be implemented not only in precisely constructed propulsion plants, but also in existing marine steam turbine plants, where such existing marine steam turbines are particularly suitable for steam turbines for propulsion of large ships. secondly, low levels of cargo transport (which has had a particularly negative impact on large tankers), due to the slow onset of
for.

It becomes necessary to reduce the propulsion power from the original design power, which significantly increases the fuel oil consumption rate at the reduced propulsion power and therefore reduces the cost gained by reducing the steam generation rate in steam turbine-driven vessels. The reduction effect is significantly reduced due to the increase in fuel oil consumption rate.

According to the present invention, the fuel oil consumption rate can be reduced to about 30% of that of conventional plants in newly built ships, and it can also be used in existing steam turbine-driven ships currently operating at low speed steam generation. , the fuel oil consumption rate is approximately 3.0
%, which means a savings of about 10 tons of heavy oil per tanker in currently operating 3θθooo ton tankers, or about 20 tons in 7 years at current heavy oil prices.
Enjoy savings of US$ 00,000.

Furthermore, the rate of increase in the fuel oil consumption rate is small even when the design thrust increases or decreases.1 In the existing plant improved by the present invention, the fuel oil consumption When the setting d1 is changed due to an increase in the rate, the decreased output is approx./! ~
It can be increased by 20%, thereby increasing the flexibility of the plant to accommodate even higher power demands, if necessary.

This is all doubly interesting because of its inherent properties.
Also, until the so-called energy crisis, and in some cases even years after, steam propulsion coexisted with diesel propulsion in high-power ships, and as a result, the coexistence of steam and diesel propulsion was extremely negatively affected by the energy crisis. received.

Ship propulsion plants are operated either by diesel engines or by gas turbines supplied with steam by steam boilers. In some exceptions, and on some warships, the propulsion plant consists of gas turbines.

Until the end of 1273, when the first oil crisis occurred, diesel propulsion and steam turbine propulsion were used equally in ships requiring high power. The advantages of steam propulsion include reliability and increased adaptability for large, high-power vessels such as large tankers, but the disadvantage is that it consumes more fuel oil than diesel propulsion.

In 1973, the fuel oil consumption rate of an ordinary steam turbine propulsion plant was about 200~10/SHP×h, whereas the fuel oil consumption rate of a diesel propulsion plant was /! It was 0-/t 09/bhp×h. The reason why the fuel oil consumption rates of the two are not equal is the following, which is very important.

That is, the fuel oil consumption rate of a steam turbine propulsion plant is always given based on heavy oil fuel oil or bunker 〇,
This is 7θ0~ri r o o K ca e/5)
On the contrary, the fuel oil consumption rate of diesel engines is / 0200 N / 02!0K
Cal/ is given on the basis of the key gas oil, which means a difference of about 2. On the other hand, the fuel oil consumption rate of a steam plant is always the The consumption and the turbo generator supplying the electrical energy required on board are 'rJt, machine consumption, t' (r-, some of which is not used in diesel-powered ships, and this is due to the addition of j~). Therefore, when comparing the actual consumption, the fuel oil consumption rate of a 7'l-zel engine plant is heavy oil equivalent, and the cylinder oil consumption rate is tp/bhpXh. is increased by an amount corresponding to approximately /θ 壬~1it4.

Despite this, in 1273.

Diesel propulsion is advantageous and there is a difference in "equal" fuel oil consumption of about /j%, which is due to propeller rotation &-
by lowering the efficiency of propellers in steam turbine-driven ships; by reducing the weight and volume requirements of steam plants;
Reduce maintenance costs for steam turbine driven ships,
It was partially compensated by lower rents.

Also, of course, they compensated by using extremely cheap fuel oil, which barely compensated for the small difference in consumption.

The first oil price increase occurred from 1773 to 1774, and this was based on f
This represents an 11-fold increase in ob PQ oil prices. In addition, by the end of 1972, there was a second oil price increase, and when compared with the FOB PQ of 1270, the oil price was increased by 2 times. Although oil prices have fallen slightly in early 2013, the strong dollar has often prevented the reduction in fuel costs that would have occurred.

On the engine manufacturing side, major diesel engine manufacturers established a standard in 2007 to reduce the fuel oil consumption rate of diesel engines, and after several ups and downs, the current tit ~ / J, t
It is in the range of p/bhp x h. At the same time, the speed of the -stroke diesel engine decreases with increasing stroke/cylinder diameter ratio, which eliminates the propeller speed advantage of the reduced steam turbine in large ennons.

Finally, a very important feature that differentiates both types of propulsion is that when speed and therefore power have to be reduced, diesel engines have very little change in fuel oil consumption by changing power. However, in steam turbine plants, when the output decreases, the fuel oil consumption rate increases significantly. /5HPxh steam turbine plant has a fuel oil consumption rate of 2'IO-co! for MCR's rated output of 7θ-RO4! Reach Ojl/5HPXh.

Currently, fuel costs play a large part in the maintenance costs of ships, together with the continuing low cargo transport levels in large tankers. The general guideline is to lower it. Because of this,
Steam turbine-propelled ships are very disadvantageous compared to ships propelled by diesel engines because the fuel oil consumption rate due to steam turbine propulsion becomes significantly higher when the output is reduced. This fact, and the limited flexibility of steam turbine plants to operate at a limited power rating with respect to fuel oil consumption rates, has led to the fact that steam turbine-propelled commercial vessels are no longer being built.

However, there are a large number of ships that are propelled by high power steam turbine plants, and in many cases, if a new engine is installed, this generally means that a smaller power diesel engine plant is installed in place of the steam turbine plant. It means that. This type of modification depends on the fuel oil consumption rate of the engine and can result in savings of up to ≠o% in slow steam generation compared to the fuel oil consumption rate of the previous plant. However, due to power constraints, such modifications require extremely large investments and extremely long rental periods.
Therefore, it ends up being rather expensive.

However, on a smaller scale, there has been a parallel series of conversions between steam types by improving the steam cycle and reducing the power at which ships are operated while leaving the plant design conditions unchanged. There is. This type of modification results in a fuel oil consumption rate of the modified plant at a new reduced output, which By! It is in the Nu range of Pj-Jθj9/5HPXh.

Although these modifications are cheaper than replacing the engine, and the rental period is very reasonable, the savings in fuel oil are considerably less than replacing the entire engine.

In the case of either a conversion in which a steam turbine is replaced with a diesel engine or a conversion between steam types, the ship's power output will be at a reduced power rating of some fraction of the original power output, especially if replaced with a new engine. There is virtually no possibility that the first output will be ashes.

Next, for reference, a conventional steam turbine-driven marine propulsion pushin I will be explained. A conventional plant indicated by line N in FIG. 1 comprises the following components.

l...Main gear heater (1 piece or 2 pieces)...Superheater 3...High pressure steam turbine...Low E+2 steam turbines! ...The main condenser 6...the generator 7...the feed pump driven by the turbine...
Typical pressure and temperature values for the propulsion shaft and propeller marine plants are as follows:
The steam pressure at the high pressure turbine inlet is AOKy/1yn
2 and the corresponding temperature is ros°C.

Also, as a commonly used term, superheating refers to the heating of saturated steam, which is normally produced by the same boiler. From this comes the language of "superheater" and "superheated steam." Reheating means heating the steam again after it has been used. Usually, reheating takes place in a reheater located within the same boiler. From this comes the language of "reheater" and "reheat steam."

External heat is different from reheating steam in a boiler installed in a boiler that generates steam. It means reheating. It can be said that all but external reheating takes place in a reheater within the boiler that generates the steam.

In order to increase the efficiency of the steam cycle, it is necessary to increase the drop in enthalpy of the steam flowing through the turbine, and this can be accomplished in the manner described below. That is, (11 increase the steam pressure.

(2) Raise the steam temperature lf gold.

(3) Increase the vacuum level of the condenser.

(4) Use a cycle with intermediate reheating.

Also, while in newly designed plants all the above-mentioned measures can be adopted, in existing plants it is practically impossible or, alternatively, clearly uneconomical.

FIG. 2 diagrammatically shows a plant including a cycle with intermediate reheating according to the invention, the components of which are shown below.

l...Main boiler Co...Superheater 3...High pressure steam turbine 3a...Intermediate pressure steam tarping...Low pressure steam turbine! ...Main condenser t...Turbo generator 7...Turbine-driven water supply pumpt...Reduction device 2...Propulsion shaft and propeller IO...Reheater In the above-mentioned intermediate reheating plant In this case, a shaft-driven generator and an electrically-driven water pump are used instead of a turbo-generator and a turbine-driven water pump, which can further improve the overall efficiency. ,
In addition, it is extremely difficult and expensive to apply conventional methods to existing plants, and the reason for this is:
Main to install reheater? This requires considerable modification of the burner or the provision of an external reheater with a corresponding burner, in both cases achieving a modest increase in efficiency.

In Figures 1 and 1 and other figures, connected solid lines indicate steam piping, dashed lines indicate electrical wiring, and chains indicate water or condensate water supply piping.

The object of the improvement of the invention is explained below with reference to the drawings.

It takes into account all the new situations created by the new price of oil and by the need for slow steam generation and, to some extent, also takes into account the flexibility of the plant and the rate of fuel oil consumption as the output changes relative to the new design output. Taking into account the changes, 2≠θ~, which is normally obtained in existing steam turbine-driven ships when performing low-speed steam generation operation,
It is possible to achieve a fuel oil consumption rate of 1 to i7o/5 HP x h for a fuel oil consumption rate of 2 sop/5E-IP x h by modifying the propulsion plant of an existing steam turbine-driven vessel by the improvement according to the present invention. It is possible. Although primarily described as an improvement for retrofitting the propulsion plant of an existing ship, the improvements of the present invention are also applicable to newly designed propulsion plants of newly built ships. Due to the difference in fuel oil consumption rates mentioned above, there is no demand for steam propulsion plants in the commercial shipbuilding industry, except for liquefied natural gas carriers. There is a rather significant market for improvements.

A feature of liquefied natural gas carriers is that they use as fuel a mixture of heavy oil and vaporized gas that is vaporized from the liquefied natural gas cargo and released into the atmosphere.

The ratio of heavy oil and vaporized gas in the mixed fuel is θ, 20 to θ, 2! of the liquefied natural gas in the cargo. Determined by the L firing rate and the consumption of the propulsion plant, therefore,
Varies depending on vessel size and propulsion power. The proportion of vaporized gas is generally greater than 50%.

The use of the above-mentioned blended fuels is the reason why steam turbines are still used in liquefied natural gas carriers, and why diesel engines are no longer used, since the combustion of natural gas in diesel engines is the only reason why diesel engines are no longer used. This is because it has not been resolved.

On the other hand, because liquefied natural gas carriers are expensive to build and operate in a unique manner in which they are always chartered for long periods of time, increases in heavy oil prices will have a far greater impact on ships than on other types of ships. is small, so the operating speed and the corresponding propulsion power are only slightly changed.

For the reasons mentioned above, no request has arisen to date to modify the propulsion plants of existing liquefied natural gas carriers.

As desirably described herein, when the improvement which is the object of the present invention is implemented in the propulsion plant of a new ship, the fuel oil consumption rate is iq3~t3! Although it is as low as f/5HPXh, this value is sufficiently comparable when corrected and compared with the value obtained with the original propulsion plant of a modern diesel engine. It goes without saying that the fact that the fuel oil consumption rate of a new steam plant is significantly lower than that of a modified plant is due to the fact that it is a new plant.

According to the principle of improvement which is the object of the invention, it is also provided that if a plant has four main boilers, the superheater of one boiler can be used as a reheater for performing an intermediate reheat cycle. All main objectives of 1 can be achieved. A plant improved from that shown in FIG. 7 is shown diagrammatically in FIG. 3, and its constituent parts are shown below.

l...Main boiler No...Superheater 3...High pressure steam turbine 3a...Intermediate pressure steam turbine q...Low pressure steam turbine S... ... Main condenser 6 ... Turbo generator 7 ... Turbine-driven water supply pump g ...
Reduction gear... Propulsion shaft and propeller 10... Reheater This new cycle can be achieved by converting it by extremely easy changes in the steam circuit and by replacing the high-pressure steam turbine with one By providing a high intermediate pressure steam turbine, a cycle with intermediate reheating can be obtained at a reasonable cost and efficiency can be improved. At the same time, by appropriately lowering the design output and installing a reduction gear drive generator and an electric drive water pump in place of the turbo generator and steam drive water pump, the fuel oil consumption rate was reduced to the output of the plant before modification. NoqO~No30 when driving with lowered? /5HPXh to /93~noo o
V/8fT-PXh (provided that the improved plant has a design output approximately equal to the reduced output of the pre-improvement plant).

In another method of improving the cycle efficiency to achieve even lower fuel oil consumption rates according to the present invention, a gas turbine is provided for driving the power generation, and the exhaust gas of the gas turbine having a high energy rate is used to generate a single cycle. or several (generally one or) very efficient intermediate reheats, ie external FIPA. The gas turbine-driven generator supplies electrical energy to the ship and also to the electric motor, which drives the propulsion shaft via the reduction gear (without using the electric motor, as in the example of the song below). It can also be output directly to the gearbox edge by a gas turbine).

The plant shown in FIG. 9 has a reheat section shown in FIG.
The first reheat is carried out in a superheater of the J wheeler, and the second reheat is carried out in a reheater provided in the gas turbine exhaust gas recovery boiler. The components of the plant are shown below, and the gas turbine also has the functions described above.

l...Main Zeirano...Superheater J...High pressure steam turbine Ja...Intermediate pressure steam turbine Hiroshi...Low pressure steam turbine S...・Main condenser 6a...Gas turbine drive generator 7a...Electrically driven water supply pump...
Reduction device... Propulsion shaft and propeller 10... First reheater 1/... Turbine exhaust gas recovery boiler 7...
...Second reheater (external) 13...Low pressure evaporator 14 in the recovery boiler
t...Gas turbine-gas generator 13...
... Gas turbine - output turbine / 6 ... ... Electric motor connected to the reduction gear ... ... Main switch board According to the cycle shown in Figure 9, in the plant before the improvement, the In Yamariki, noqO~no! OV/S HP x
The fuel oil consumption rate of about h is t for the same reduced output.
60～/6B? / It can be lowered to about 5tipxh. The cycle shown in FIG. 9 corresponds to a steam cycle, /AO~/6s ? in a steam plant. /
81 (The fuel oil consumption rate of Pxh is equal to 133 ~ i < t o Gf 10Vxh in diesel plants. Diesel plants in and before s'971A and immediately after 19717, which coexist with steam plants in large tankers until now. It is smaller than the .

3 has a somewhat different configuration from the cycle shown diagrammatically in FIG.
Although the fuel oil consumption rate is slightly high, / ? Or/5r
-It is smaller than IPxb, has a simpler structure, is cheaper, and is mainly 1? It can be easily installed into existing plants, as there is no need to modify the installer and there are no adjustment problems. Furthermore, it can be used in plants with only one boiler.

This cycle is shown diagrammatically in FIG. S, and its components are shown below.

! ...Main boiler - Superheater) 3 3... High pressure steam turbine 3a... Intermediate pressure steam turbine q... Low pressure steam turbine S... ...Main condenser 6a...Gas turbine drive generator 7a...Electrically driven water supply pump g...Deceleration device 9...Propulsion shaft and Zolobera 10a...・7th reheater (external) /I...Customer turbine exhaust gas recovery dealer I...2nd reheater (external) 13...Low pressure in the recovery boiler Evaporator ia...
... Gas turbine - gas generator IS ... Gas turbine - output turbine 16 ... Electric motor connected to reduction gear /7 ... Main switch yN-P As mentioned above The configuration shown diagrammatically in FIG. 9 has novel features, which will be described below.

(1) Sternoμ in the steam cycle for ship propulsion Use of bins.

(2) Use of gas turbine lid gas in the main boiler for steam generation and superheating.

(3) Use one boiler's superheater as a reheater.

(4) Use of a first external reheater in one recovery boiler that is operated using the energy of the gas turbine exhaust gas.

Q features of the configuration diagrammatically shown in FIG. S described above are listed below.

(1) Use of gas turbines in steam cycles for ship propulsion.

(2) Configuration of the seventh external reheater in the gas turbine exhaust gas recovery boiler that functions using the energy of the gas turbine exhaust gas.

(3) A second external reheater is also provided in the gas turbine exhaust gas recovery boiler, arranged in series with the first external reheater, and functions by utilizing the energy of the gas turbine exhaust gas.

(4) The fact that main steam is not generated in the gas turbine exhaust gas recovery boiler, which is a feature of land-based combined steam cycles.

In the configuration described above, the gas turbine drives the generator and supplies the generated electricity to the electric motor, which transmits the output to the propulsion shaft via the reduction gear. Alternatively, the gas turbine can supply its power directly to the reduction gear.

The configuration diagrammatically shown in Figure 6 is more advantageous from the perspective of overall efficiency, and although it becomes mechanically complex when remodeling an existing plant, it is inexpensive overall. .

Notwithstanding the foregoing, the main features of the invention remain the same.

FIG. 6 diagrammatically shows a modification of the configuration shown in FIG.

The constituent parts shown in FIG. 6 are listed below.

l...Lord 7j? Iler J...Superheater J...High pressure steam turbine Ja...Intermediate pressure steam turbine q...Low...Steam turbine 5...Main water tank 6 b ...Brother'1j: +7a...'Bo, pneumatic drive water supply, 157 Tsuza...
・Reduction gear k g...propulsion shaft and propeller/Qa...first reheater (external) l/...J, Jli gas energy recovery recovery line-7 no....suppression Reheater (external) /J...Recovery? Low-pressure evaporation gain in Ilar/4
(...Gas turbine-gas generator 15-...
Gas turbine - power turbine 17 Main switchboard Intermediate gearing Alternatively, with different mechanical constructions, depending on the type of ship or plant to be modified, gas turbine at daytime pressure
It can be arranged u1 in series with the intermediate pressure steaming turbine and drives the generator via a suitable gearing.

Depending on the requirements, the second intermediate reheater and other non-essential components can be eliminated to simplify the structure, and more than one intermediate reheater can be provided.

As another example, depending on the low speed steam generation rate, another reduction stage may be provided between the steam turbine and the reduction gear to return the rotational speed of the turbine to the design speed, thereby reducing costs.

All of the illustrated steam vehicles described above are shown diagrammatically as previously described. In particular, the steam extractor of the steam turbine and the corresponding feedwater heater are not shown, and components that are not heavily equipped for the purpose of improvement of the present invention are not shown.

Finally, the improvements aimed at by the present invention are fundamentally different from the prior art utilization of combination cycle gas turbine-steam turbines in land-based installations.

This is an essential difference in construction between marine plants and land-based pace plants, and to date gas turbines in combination with steam turbines have never been used on ships. On the contrary, the placement of the reheater on the cycle and the absence of main steam generation in the gas turbine exhaust gas recovery boiler are completely new not only in marine plants but also in land-based installations.

By means of a device that heavily heats the exhaust gas of the gas turbine at the inlet of the +01 output boiler, the gas is heated before the output turbine using the Moetsu blower. Additional improvements can be made by

Examples of these 2114 are shown diagrammatically in Figures 7a, 7b, 7C and 7a, which are shown in Figures 17.
Reference is made to Figures j and 6. 7a, 7h.

In figures 7c and 7a, all the same parts as in figures j and 6 are indicated by the same reference numerals, and the fuel injectors are the same when heating the exhaust gas at the inlet of the recovery boiler, and the output If the gas is heated υ before the turbine population, it is the same as 0.

In the above-mentioned and other figures, air or gas ports or outlets and corresponding piping are indicated by double parallel lines, and the direction of flow is indicated by arrows 7.

Figure g diagrammatically shows the state in which exhaust gas from the main boiler is recovered in a recovery boiler, which corresponds to Figure 9, and its principle can be applied to the examples shown in Figures 3 and 6. You can also do it. In FIG. g, the same symbols as in FIG. 9 are used.

Finally, the problem should be solved by considering the age of the ship, etc., and can be solved not only by the lowest fuel oil consumption rate, but also by appropriate combinations of modification costs, fuel oil consumption rate, and ship environment. . An embodiment that takes this into account is shown in Fig. 7. This embodiment simply shows important components of the components shown in Figs. q and 5, and therefore the recovered exhaust gas boiler Although it has been omitted and a new high-pressure-intermediate-pressure turbine is not installed in place of the high-pressure steam turbine,
However, existing ones are being modified to accommodate the new design output. It can also be considered as a simplified version of the embodiment shown in FIG. 6, in which, in addition to the same simplifications as described above, the preliminary reduction gear is also omitted, and instead of a mechanical transmission, a An electrical transmission device similar to that shown in Figures 5 and 5 is provided.

Essentially, in the embodiment shown diagrammatically in FIG. 7, a gas turbine is provided as the power generating device, and the exhaust gas of this gas turbine is injected into the main blower as combustion air. The generator supplies electricity to the main switchboard and to the electric motor, which drives the ship's reduction gear either directly or via a reduction gear, the most advantageous solution being that the electric motor supplies electricity to the fourth of the low-pressure steam turbines. It is to directly drive the speed reducer. Alternatively, efficient mechanical transmission can preferably be used instead of electrical transmission.

The components of the embodiment shown diagrammatically in FIG. 9 are listed below.

l...Main Zeiraco...Superheater 3...High pressure steam turbine q--Low pressure steam turbine S...Main condenser 6a. ... Generator 7a ... Electrically driven water supply pump ... Speed reduction device? ... Propulsion shaft and propeller / Ia ... Gas turbine - gas generator IS ...
...Gas turbine - output turbine 16...
According to this embodiment, by making slight changes to the pre-mortem filter (i.e., eliminating the air preheater and modifying the air box, the exhaust gas of each 7P filter is reduced). (additional economizer installed in the piping), as mentioned above, the fuel oil consumption rate can be reduced at a much lower cost than in the previous embodiment.
It only increases to l'/8HPXh. 1 more
It has the advantage of requiring little space, being easy to install, and being extremely flexible.

The improvements described in this specification and the accompanying drawings, which are the object of the present invention, make it possible to improve the propulsion plants of steam turbine-driven ships in response to the reduced propulsion powers currently in common use in generating steam at sea. , a significant reduction in the fuel oil consumption rate was achieved, which, as mentioned above, is a result of the significant increase in the price of heavy oil and the low level of freight transport).
Until now, it has been normal.
o? / 5 flV Of/S HP X h can be improved in an economical and rational manner by a reasonable cost and a rather short rental period.

If the embodiment shown diagrammatically in FIG. 9 is used, the fuel oil consumption rate increases to 110,178 HPXh, but the required costs are significantly lower and the rental period is shorter. Furthermore, it is more flexible and easier to install.

The new configuration resulting from the above-mentioned improvements will allow shipowners and designers to reduce the increase in fuel oil consumption for changes in the new reduced design output when redesigning a plant with a fixed reduced output. It has the added advantage of being only on the order of q%. This substantially increases the flexibility of the modified plant to changes in power output as a function of fuel oil consumption. Another advantage of the 33 in terms of flexibility is that in the event of a significant increase in freight traffic, it is possible to discard the new cycle and return it to its pre-modified state, with some improvements made to make it more efficient. It is possible to return the plant.

The majority of ships on which the improvements according to the invention may be implemented are, in practice,
In the case of large tankers, all vessels are of the same era as diesel-powered vessels with high fuel oil consumption rates, and therefore steam turbine-driven vessels modified according to the improvement objectives of the present invention, after equalization, It has a lower fuel oil consumption rate than its contemporaneous diesel-powered vessels, thus reversing its current position.

Particularly in the case of liquefied natural gas carriers as described above, the improvements of the present invention have additional advantages as described below.

By having natural gas as a fuel, natural gas, which is the most suitable fuel for gas turbines, can be burned in the gas turbine, which allows the gas turbine to operate at higher temperatures, as a result of which: Even higher output power and even higher efficiency can be obtained. Moreover, since the exhaust gas temperature is even higher, recovery + J? This makes it easier and better to recover the energy from the exhaust gas in the filter.

Since the power output, power and fuel consumption rate of a gas turbine are small compared to the total propulsive power and fuel consumption rate, the gas turbine always burns natural θ gas, which reduces the overall efficiency of the plant. , will be better for the reasons mentioned above.

On the other hand, gas turbines are used in liquefied natural gas carriers.
Due to the fact that natural gas is always burned in place of bunker 〇, the gas turbine can be of the so-called light type instead of the heavy type required for burning bunker 〇, and this This has significantly reduced the price of gas turbines, and since lightweight gas turbines are more efficient than heavy gas turbines, they can exceed the efficiency of conventional gas turbines. It can be installed suitably.

Finally, for liquefied natural gas carriers, the improvement objectives of the present invention can be implemented in operational or structural aspects of existing vessels, and can also be implemented in newly designed liquefied natural gas carriers, for reasons that currently exist. However, liquefied natural gas continues to be propelled by steam turbines.

Existing ships mentioned above and! In any case of a ship of lr construction, the fuel oil consumption rate can be considerably reduced compared to a ship with a conventional plant as a result of modification or implementation of a new design according to the improvement objectives of the present invention.

Finally, the vessel after being modified in accordance with the above-mentioned improvements has seven propulsion plants, one steam turbine and one gas turbine, so that in the event of a failure of any of the turbines, the assistance of tugboats can be assured. It has the added safety of being able to port with the remaining turbines without any problems.

[Brief explanation of drawings]

Figure 1 is a schematic diagram of a conventional propulsion plant, Figures 2-2
The figures are schematic diagrams showing four different examples of propulsion plants according to the invention. ! ...Main pressure roller, No..Superheater, 3..High pressure steam turbine, 3a..Intermediate pressure steam turbine, q..
Low pressure steam turbine, j...main condenser, 6...generator% 7...water pump, za...reduction gear! 1 Ta...
・Propulsion shaft and propeller, IO...first reheater, /l
... Turbine exhaust noses recovery boiler, L-co.. No. 1 reheater, /3.. Low-pressure evaporator.

Claims (1)

[Claims] l. A superheater and a high-pressure and low-pressure steam turbine. A ship driven by a steam turbine, each equipped with a main condenser, a turbine generator, a turbine-driven water pump, a reduction gear, a propulsion shaft, and a propeller and equipped with nine or two rotors. In a propulsion plant, a gas turbine is provided to supply part of the energy to the plant in the form of thermal energy and part in the form of mechanical energy, thereby reducing the specific fuel oil consumption of the marine propulsion plant. A ship's propulsion plant driven by a steam turbine. K. If the plant comprises two main dealers,
The propulsion plant according to claim 1, characterized in that the superheater of one of the boilers is used as a reheater. 3. The propulsion plant according to claim 1 or 2, characterized in that it uses an external reheater that utilizes and recovers the energy of the exhaust gas of the gas turbine. 2. The propulsion plant according to claim 1, wherein gas turbine exhaust gas is used by injecting it into a boiler as combustion air. ! , the claim is characterized in that the gas turbine exhaust gas is used to reheat live steam i/times in the gas turbine exhaust gas recovery boiler without generating main steam in the gas turbine exhaust gas recovery boiler. Propulsion plant according to paragraph 1. 6. The propulsion plant according to claim 1, wherein one or more intermediate reheatings are performed in an external reheater using gas turbine exhaust gas. 7. The fuel injection nozzle is installed at the gas inlet of a total exhaust gas recovery dealer or at the inlet of the output turbine of the gas turbine in order to increase the temperature of the gas turbine exhaust gas. Propulsion plant as described.