KR101876973B1 - Fuel Gas Supply System and Method for Vessel - Google Patents

Abstract

A marine fuel gas supply system is disclosed.
The marine fuel gas supply system includes: a vaporizer for vaporizing liquefied natural gas and supplying it to the engine; A first heater that heats the fluid used as a heat in the carburetor by exchanging heat between the cooling water discharged after cooling the engine and the fluid used as the heat in the vaporizer; An extracting unit for extracting fresh water by heating the seawater using part or all of the heat source of the cooling water that has passed through the first heater after being discharged from the engine; And an expansion tank for absorbing a volume change caused by expansion or contraction of the cooling water, wherein the vaporizer vaporizes the liquefied natural gas by heat-exchanging the heat heated by the first heater with the liquefied natural gas, Is disposed in the engine room, and the expansion tank is disposed at an upper portion of 20 to 25 meters above the engine room.

Description

Technical Field [0001] The present invention relates to a fuel gas supply system for a ship,

The present invention relates to a system and a method for supplying fuel gas to a marine engine utilizing the heat amount of engine cooling water.

Liquefied natural gas is a colorless transparent liquid which can be obtained by cooling methane-based natural gas to about -163 ° C and liquefying it, and has a volume of about 1/600 as compared with natural gas. Therefore, when the natural gas is liquefied and transported, it can be transported very efficiently. Generally, natural gas is liquefied and stored in a storage tank in the form of liquefied natural gas, and then the liquefied natural gas is carried by the vessel.

On the other hand, there are gas-fuel engines such as DFDE, ME-GI engine and X-DF engine which can use natural gas as fuel among the engines used in ships. DFDE is used for power generation and consists of four strokes. (Otto Cycle), in which natural gas having a relatively low pressure of about 6.5 bar is injected into the combustion air inlet, and the piston is compressed as it ascends. The ME-GI engine is used for propulsion and consists of two strokes. It adopts a diesel cycle in which high pressure natural gas near 300 bar is injected directly to the combustion chamber near the top dead center of the piston. The X-DF engine is used for propulsion and consists of two strokes. It uses heavy-duty natural gas of about 16 bar as fuel and adopts autocycle.

In order to supply fuel to an engine using natural gas as a fuel, a liquefied natural gas stored in a storage tank is vaporized and then supplied to the engine. In order to vaporize liquefied natural gas, a heat source is required. Techniques for using engine coolant as a heat source for vaporizing liquefied natural gas have been developed.

Generally, the cooling water after cooling the engine is controlled to a constant temperature. For example, the cooling water after cooling the ME-GI engine can be controlled to be about 85 ° C.

However, when the engine load is high, the amount of heat generated by the engine is large, so that the cooling water needs to cool more heat. When the load of the engine is low, the amount of heat generated by the engine is reduced. Further, since the engine is not cooled to a certain temperature or less because of the concern of low-temperature corrosion of the engine, the amount of heat that can be obtained from the cooling water decreases as the engine load is reduced.

 The present invention intends to provide a method of appropriately distributing the heat source of the cooling water that varies depending on the engine load and an efficient arrangement of equipment for appropriately distributing the heat source of the cooling water.

According to an aspect of the present invention, there is provided a gas turbine comprising: a vaporizer for vaporizing liquefied natural gas and supplying the gas to an engine; A first heater that heats the fluid used as a heat in the carburetor by exchanging heat between the cooling water discharged after cooling the engine and the fluid used as the heat in the vaporizer; An extracting unit for extracting fresh water by heating the seawater using part or all of the heat source of the cooling water that has passed through the first heater after being discharged from the engine; And an expansion tank for absorbing a volume change caused by expansion or contraction of the cooling water, wherein the vaporizer vaporizes the liquefied natural gas by heat-exchanging the heat heated by the first heater with the liquefied natural gas, Is disposed in the engine room, and the expansion tank is disposed at a height of 20 m to 25 m above the engine room.

The first heater may be disposed at a position higher than the expansion tank.

The marine fuel gas supply system may further include a second heater that heats the cooling water discharged from the water generator and supplied to the engine.

The cooling water discharged from the engine may be branched into two flows, a part thereof may be sent to the first heater, and the rest may bypass the first heater, and the marine fuel gas supply system may bypass the first heater The first three-way valve may be installed at a position lower than the expansion tank. The first three-way valve may be installed at a position where a cooling water and cooling water passing through the first heater are joined.

The load of the water purifier is represented by A, the maximum amount of heat transferred to the fluid used as the heat in the vaporizer is represented by x, the load of the water purifier is represented by B, the maximum heat amount obtained by the cooling water while cooling the engine is represented by y , And B = (yx) A / z, where z is the heat quantity required when the load of the water heater is 100%.

The marine fuel gas supply system may further include a second heater that heats the cooling water discharged from the water generator and supplied to the engine.

The marine fuel gas supply system may further include a cooler for lowering the temperature of the cooling water that has passed through the first heater and the water heater after being discharged from the engine.

The cooling water is used to cool the engine and the obtained heat source is used first in the first heater and the rest is used in the water purifier and the remaining heat source used in the water purifier can be cooled by the cooler.

The marine fuel gas supply system may further include a storage tank for storing remaining cooling water not sent to the first heater among cooling water used for cooling the engine.

The marine fuel gas supply system may further include an air discharge tank for discharging air contained in the cooling water sent from the water purifier to the engine.

The ship fuel gas supply system may further include a first compressor installed on a line for supplying cooling water discharged from the storage tank to the expansion tank, Or when the water level of the expansion tank becomes a certain height or less.

The marine fuel gas supply system may further include a second compressor which compresses the cooling water discharged from the water generator and supplies the compressed water to the engine.

The ship fuel gas supply system may further include a third compressor installed on a line through which the cooling water discharged from the engine is supplied to the first heater.

The marine fuel gas supply system may further include a first valve for preventing the cooling water supplied from the engine to the first heater from flowing back when the second compressor stops.

According to another aspect of the present invention, there is provided a method of manufacturing a honeycomb structure, comprising the steps of: 1) heat-exchanging heat between a cooling water discharged from an engine after cooling the engine and a heat by a first heater; 2) vaporizing the liquefied natural gas by heat-exchanging the heat-exchanged and heated heat in the step 1) with the liquefied natural gas; 3) supplying the natural gas vaporized in the step 2) to the engine; 4) heating the seawater to obtain fresh water by using a part or all of the heat source having the cooling water used for heat-exchanging the fruits in the step 1); And 5) compressing the cooling water discharged from the water purifier by a second compressor and supplying the compressed water to the engine, wherein the cooling water discharged from the engine is branched into two flows, A first three-way valve is provided at a point where the cooling water bypassing the first heater and the cooling water passing through the first heater are coupled to each other, and the second compressor is stopped , The valve of the first three-way valve in the direction of the first heater is closed and the remaining valve is kept in the opened state.

The engine may be disposed in an engine room, and an expansion tank for absorbing a volume change caused by expansion or contraction of the cooling water may be disposed at an upper portion of 20 to 25 meters above the engine room.

The first three-way valve may be disposed at a lower position than the expansion tank.

The first heater can be disposed at a position higher than the expansion tank.

When the second compressor is stopped, the cooling water supplied from the engine to the first heater by the first valve can be prevented from flowing backward.

When the second compressor is stopped, an algorithm may be configured by the control panel to automatically close the valve of the first three-way valve in the direction of the first heater.

According to another aspect of the present invention, an engine is disposed in an engine room, and an expansion tank for absorbing a volume change caused by expansion or contraction of cooling water is disposed at an upper portion of 20 to 25 m above the engine room , A first heater for heating the liquid to vaporize the liquefied natural gas is disposed at a higher position than the expansion tank, and a cooling water flowing through the cooling water bypassing the first heater and cooling water passing through the first heater Way valve is installed at a position lower than the expansion tank.

According to the present invention, it is possible to adjust the load of the water purifier to cool the engine, and appropriately distribute the heat amount obtained by the cooling water to the vaporizer and the water purifier, according to the mathematical expression showing the correlation between the load of the engine and the load of the water purifier. have.

According to the present invention, it is possible to reduce the capacity of the cooler and reduce the energy entering the cooler, including the first heater and the vaporizer.

According to the present invention, since the surplus cooling water is stored in the storage tank and used again, the consumption of the cooling water to be subjected to the chemical treatment can be minimized.

According to the present invention, the devices installed on the line through which the cooling water circulates can be connected in series so that the cooling water can be circulated only by the pressure of the second compressor without installing an additional compressor.

According to the present invention, even when the load of the engine is low, the water heater can be operated at 100%, and then the cooling water can be heated by the second heater, so that the system can be operated more flexibly.

According to an embodiment of the present invention, it is possible to prepare for the case where the first heater is installed above the expansion tank, and in particular, the case where the second compressor is stopped can be prepared.

In addition, according to the embodiment of the present invention, each device can be efficiently controlled by the control panel, and in particular, the second compressor can be automatically prepared for failure.

1 is a schematic view of a marine fuel gas supply system according to a first preferred embodiment of the present invention.
2 is a schematic view of a marine fuel gas supply system according to a second preferred embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are intended to illustrate the present invention and should not be construed as limiting the scope of the present invention.

1 is a schematic view of a marine fuel gas supply system according to a first preferred embodiment of the present invention.

Referring to FIG. 1, the marine fuel gas supply system of the present embodiment includes a first heater 110, a vaporizer 180, and a water generator 120.

The engine E supplied with the fuel by the ship fuel gas supply system of the present embodiment may be an ME-GI engine, an X-DF engine, a DF engine, or the like that uses natural gas as fuel, The system can also be applied to other combustion devices that use natural gas such as gas turbines as fuel. However, the marine fuel gas supply system of the present embodiment is preferably applied to the ME-GI engine used as the main propulsion engine. The engine E of this embodiment is disposed in the engine room.

The first heater 110 of this embodiment heat-exchanges the cooling water (L10 line) discharged after cooling the engine E and the fluid (L3 line) used as the fuel in the vaporizer 180. That is, the first heater 110 supplies a part of the heat source obtained by the cooling water to the fluid (L3 line) used as the heat in the vaporizer 180 while cooling the engine E, Heat the fluid used (line L3).

A first temperature regulating sensor (not shown) for regulating the temperature of the cooling water discharged from the engine E and supplied to the first heater 110 is provided on a line L10 from which the cooling water is supplied from the engine E to the first heater 110 210 may be installed. The first temperature adjustment sensor 210 of this embodiment can adjust the temperature of the cooling water discharged from the engine E to approximately 85 占 폚.

According to this embodiment, since the temperature of the cooling water discharged from the engine E is constantly adjusted to approximately 85 DEG C and the heat generated in the engine E increases as the load of the engine E increases, The temperature of the cooling water supplied to the engine E varies depending on the load. As the load of the engine E becomes lower, the temperature of the cooling water supplied to the engine E becomes higher to prevent low-temperature corrosion of the engine E.

The vaporizer 180 of the present embodiment heat-exchanges the liquefied natural gas with the heat (L4 line) heated by the first heater 110 to vaporize the liquefied natural gas. That is, the carburetor 180 uses a part of the heat source obtained by the cooling water while cooling the engine E to vaporize the liquefied natural gas via the heat. Natural gas (L1 line) vaporized by the vaporizer 180 is supplied to the engine E and used as fuel. The fluid used as the fruit in the vaporizer 180 may be glycol water.

The water generator 120 of this embodiment heats seawater to obtain fresh water using a part or all of the heat source of the cooling water (L20 line) that has passed through the first heater 110 after being discharged from the engine E I will.

The amount of heat required to cool the engine E is proportional to the load of the engine E and the amount of fuel required increases as the load of the engine E increases. The amount of natural gas is increased as the load of the engine E increases and consequently the amount of heat to be transferred to the fluid used as the heat in the vaporizer 180 by the first heater 110 is proportional to the load of the engine E do.

Therefore, when the load of the engine E is A, the maximum amount of heat transferred to the fluid used as the heat in the vaporizer 180 is x, the load of the water heater 120 is B, If the heat quantity is y and the heat quantity required when the load of the water generator 120 is 100% is z, the following equation is established.

Ax + Bz = Month

Therefore, the load of the generator is expressed by B = (yx) A / z, and the load of the generator 120 is controlled according to the above formula to cool the engine E, And the humidifier 120, as shown in FIG.

According to this embodiment, the cooling water is used to cool the engine E, and the heat source obtained is used first in the first heater 110, and the rest is used in the water purifier 120.

The cooling water (L10 line) discharged from the engine E branches to two flows, a part (L10 line) is sent to the first heater 110, and the rest (L12 line) can do. The cooling water (L12 line) bypassing the first heater 110 and the cooling water (L20 line) passing through the first heater 110 may be combined and sent to the water generator 120, and the first heater 110 may be bypassed A first three-way valve 810 may be installed at a point where a cooling water (L12 line) and a cooling water (L20 line) passing through the first heater 110 are joined. According to the present embodiment, the amount of cooling water sent to the first heater 110 can be adjusted by adjusting the opening degree of the first three-way valve 810, so that the amount of heat transferred from the cooling water to the first heater 110 Can be adjusted.

A temperature sensor (not shown) may be provided on the line L4 through which the heat is delivered from the first heater 110 to the vaporizer 180. Depending on the temperature sensed by the temperature sensor installed on the L4 line, The opening degree of the valve 810 can be adjusted. Since the temperature of the liquid supplied along the line L4 increases as the amount of the liquefied natural gas to be vaporized in the vaporizer 180 increases, the amount of the liquefied natural gas to be vaporized can be controlled by controlling the temperature of the liquid supplied along the line L4 And the amount of cooling water sent to the first heater 110 by the first three-way valve 810 can be adjusted to adjust the temperature of the fruit supplied along the L4 line.

Further, the marine fuel gas supply system of this embodiment may be operated so that the temperature of the heat flowing through the L4 line is kept constant. Since the temperature of the fluid (L3 line) discharged after being used as the heat for vaporizing the liquefied natural gas in the vaporizer 180 is lowered, the fluid supplied to the first heater 110 along the L3 line is heated to a predetermined temperature Way valve 810 to adjust the opening degree of the first three-way valve 810.

A second valve 720 may be provided on the line L4 through which the heat is transferred from the first heater 110 to the vaporizer 180 to control the flow rate and the opening and closing of the fluid.

The fuel gas supply system for marine vessels according to the present embodiment includes an air separator 330 installed on a line L20 to which the cooling water having passed through the first heater 110 after being discharged from the engine E is sent to the water generator 120, As shown in FIG. The air separator 330 of the present embodiment removes the air contained in the cooling water supplied from the first heater 110 to the water generator 120 and supplies the air to the various devices included in the marine fuel gas supply system of this embodiment .

On the other hand, the cooling water (L20 line) that has passed through the first heater 110 after being discharged from the engine E is branched into two flows, a part (L20 line) is sent to the water purifier 120, Line) can bypass the water jug 120. [ The cooling water (L22 line) bypassing the water generator 120 and the cooling water (L30 line) passing through the water generator 120 can be joined together and sent back to the engine E and the cooling water The second three-way valve 820 may be installed at a point where the cooling water (L30 line) passing through the water purifier 120 and the cooling water (L30 line) passing through the water purifier 120 are joined. According to the present embodiment, the amount of cooling water sent to the water tub 120 can be adjusted by adjusting the opening degree of the second three-way valve 820, so that the amount of heat transferred from the cooling water to the water tub 120 can be adjusted have.

A second temperature control sensor 220 for controlling the temperature of the cooling water may be installed on the line L30 from which the cooling water discharged from the water generator 120 is supplied to the engine E. [ The set value of the second temperature regulation sensor 220 of the present embodiment becomes lower as the load of the engine E becomes higher.

The marine fuel gas supply system of the present embodiment may further include a cooler 130 that lowers the temperature of the cooling water that has passed through the first heater 110 and the water purifier 120 after being discharged from the engine E. [ The cooler 130 of the present embodiment cools the engine E and when the coolant obtained the heat quantity does not sufficiently lower the temperature even after supplying a part of the heat quantity to the first heater 110 and the water adjuster 120, The temperature of the cooling water is lowered so that the cooling water can cool the engine E to the required temperature.

When the present embodiment includes the cooler 130, the cooling water (line L30) discharged from the water purifier 120 is branched into two flows, a part (L30 line) is sent to the cooler 130, Line) can bypass the cooler 130. < RTI ID = 0.0 > The cooling water (L32 line) bypassing the cooler 130 and the cooling water (L40 line) passing through the cooler 130 may be joined together and sent to the engine E, A third three-way valve 830 may be installed at a point where the cooling water (L40 line) passing through the cooler 130 joins. According to the present embodiment, the opening degree of the third three-way valve 830 can be adjusted to adjust the amount of cooling water sent to the cooler 130, so that the degree to which the cooling water is cooled by the cooler 130 can be adjusted .

Conventionally, cooling water is cooled in the cooler 130 and then supplied to the engine E without using the heat source of the cooling water for heating the liquefied natural gas. According to the fuel gas supply system for marine of this embodiment, 110 and the vaporizer 180 so that the heat source of the cooling water is used to heat the liquefied natural gas and then cooled by the cooler 130 only when necessary so that the capacity of the cooler 130 is reduced and the cooler 130 is driven Energy can be saved.

When the present embodiment includes the cooler 130, the cooling water cools the engine E, and the obtained heat source is used first in the first heater 110 and the rest is used in the water generator 120, 120 are cooled by the cooler 130.

When the present embodiment includes the cooler 130, a third temperature adjustment sensor 230 for adjusting the temperature of the coolant is installed on the line L40 from which the coolant discharged from the cooler 130 is supplied to the engine E . The set value of the third temperature adjustment sensor 230 of the present embodiment becomes lower as the load of the engine E becomes higher.

The marine fuel gas supply system of the present embodiment may further include at least one of a storage tank 160, an expansion tank 170, and an air discharge tank 140.

The storage tank 160 of this embodiment stores the remaining cooling water that has not been sent to the first heater 110 among the cooling water used to cool the engine E and a part of the cooling water stored in the storage tank 160 is expanded May be sent to the tank 170 (L50 line). According to the present embodiment, since the surplus cooling water is stored in the storage tank 160 and used again, the consumption of the cooling water to be subjected to the chemical treatment can be minimized.

The expansion tank 170 of this embodiment absorbs the volume change caused by the expansion or contraction of the cooling water, enhances the stability of the system, and exerts a pressure capable of circulating the cooling water. The expansion tank 170 of the present embodiment receives cooling water from the storage tank 160 and receives air discharged from the air discharge tank 140. When the pressure inside the expansion tank 170 becomes too high, the gas inside the expansion tank 170 may be discharged along the gas discharge line L2.

The expansion tank 170 of this embodiment can be disposed approximately 20 to 25 meters above the engine room in which the engine E is disposed. When the height of the expansion tank 170 exceeds 25 meters, the pressure of the cooling water supplied to the engine E may exceed the required pressure, and the expansion tank 170 ) May vary. When the pressure of the cooling water is lowered, bubbles may be generated. Depending on the temperature of the cooling water, the pressure at which the bubbles are generated varies. Therefore, according to the temperature required by the engine E, (170).

The air discharge tank 140 of the present embodiment discharges the air contained in the cooling water sent from the water generator 120 to the engine E to the expansion tank 170, To reduce the influence of the volume change of the second layer. The cooling water sent from the water generator 120 to the engine E in this embodiment can be temporarily stored in the air discharge tank 140 and then sent to the engine E. [

The fuel gas supply system for marine vessels of the present embodiment may further include a first compressor 410 installed on a line L50 for supplying cooling water discharged from the storage tank 160 to the expansion tank 170. [

The first compressor 410 of the present embodiment includes a first water level controller 310 for adjusting the water level of the storage tank 160 and a second water level controller 320 for adjusting the water level of the expansion tank 170, And can be operated. That is, the first compressor 410 of the present embodiment operates when the water level of the storage tank 160 becomes equal to or higher than a predetermined height or when the water level of the expansion tank 170 becomes equal to or lower than a predetermined height, To the expansion tank (170).

The marine fuel gas supply system of the present embodiment includes a second compressor 420 for compressing the cooling water discharged from the water generator 120 and supplying the compressed water to the engine E; And a first valve (710) installed on a line (L10) from which the cooling water is supplied from the engine (E) to the first heater (110) to prevent reverse flow of the cooling water; Or more.

A plurality of the second compressors 420 of this embodiment can be connected in parallel, and the cooling water can be compressed to about 3 bar. The second compressor 420 of this embodiment can compress the cooling water so as to satisfy both the pressure for circulating the cooling water and the pressure required by the engine E. [

When the marine fuel gas supply system of the present embodiment includes the second compressor 420, the cooling water discharged from the engine E is returned again so that the cooling water is circulated only by the pressure of the second compressor 420 without installing an additional compressor It is preferable that the devices installed on the circulating line to be supplied to the engine E are connected in series.

On the other hand, the first valve 710 of the present embodiment prevents the reverse flow of the cooling water supplied from the engine E to the first heater 110 when the second compressor 420 is stopped.

The marine fuel gas supply system of the present embodiment may further include a second heater 150 for heating the cooling water discharged from the water generator 120 and supplied to the engine E. [ The second heater (150) of the present embodiment heats the cooling water by exchanging heat between the steam and the cooling water. A third valve 730 may be provided on the line for supplying steam, and the degree of heating of the cooling water may be adjusted by controlling the opening degree of the third valve 730 to adjust the amount of steam.

The second heater 150 of the present embodiment heats the cooling water at a predetermined temperature or more to prevent the low temperature corrosion of the engine E when the ship is anchored and the engine E is not operating, It serves as a supplier. When the second heater 150 of this embodiment is operated, generally the cooler 130 is not operated.

According to the present embodiment, even when the load of the engine E is low and the heat source of the cooling water that can be used is small, the water purifier 120 can be operated even when the fuel gas supply system of the present embodiment includes the second heater 150. [ Can be operated at 100%. Conventionally, when the load of the engine E is low, if the water purifier 120 is operated at 100%, the temperature of the cooling water supplied to the engine E becomes too low to prevent the low temperature corrosion of the engine E , The manipulator 120 could not be operated 100%. However, according to the present invention, even when the load of the engine E is low, the water heater 120 is operated at 100%, and the cooling water is prevented from being corroded at low temperature by the second heater 150 The system can be operated more flexibly by heating to a certain temperature.

In the case where this embodiment includes the second heater 150, the cooling water discharged from the water generator 120 is branched into two flows, a part (L60 line) is sent to the second heater 150, Line) can bypass the second heater 150. The cooling water (L62 line) bypassing the second heater 150 and the cooling water (L60 line) passing through the second heater 150 may be combined and sent to the engine E, A fourth valve 740 may be provided on the line L62 through which the cooling water flows. According to this embodiment, the amount of the cooling water sent to the second heater 150 can be adjusted by adjusting the opening degree of the fourth valve 740, so that the degree to which the cooling water is heated by the second heater 150 Can be adjusted.

When the marine fuel gas supply system of the present embodiment includes both the cooler 130, the air discharge tank 140, the second compressor 420 and the second heater 150, the cooler 130 A second compressor 420 is installed at a rear end of the air discharge tank 140 and a second compressor 420 is installed at a rear end of the second compressor 420. The second compressor 420 is installed at a rear end of the air discharge tank 140, It is preferable that the heater 150 is installed and the engine E is installed at the rear end of the second heater 150.

The fuel gas supply system for marine vessels according to this embodiment includes a first three-way valve 810, a second three-way valve 820, a third three-way valve 830, a third valve 730, a first temperature control sensor 210, The first three-way valve 810, the second three-way valve 820, the third three-way valve 830, and the third three-way valve 830 when the air conditioner further includes at least one of the second temperature control sensor 220, The third valve 730, the first temperature regulation sensor 210, the second temperature regulation sensor 220 and the third temperature regulation sensor 230 can be controlled by the control panel C .

The control panel C of the present embodiment comprehensively analyzes the operation status of the system based on the information collected by the respective devices connected thereto and the statuses of the devices, and controls each device.

According to the present embodiment, the piping (indicated by a double line in FIG. 1) through which the cooling water flows can be heat-treated in order to utilize the heat source of the cooling water discharged from the engine E without loss as much as possible.

2 is a schematic view of a marine fuel gas supply system according to a second preferred embodiment of the present invention.

The fuel gas supply system for a ship according to the second embodiment shown in Fig. 2 is different from the fuel gas supply system for a ship according to the first embodiment shown in Fig. 1 in that the first heater 110 is arranged at a position higher than the expansion tank 170 And further includes a third compressor 190. Hereinafter, differences will be mainly described. A detailed description of the same components as those of the marine fuel gas supply system of the first embodiment described above will be omitted.

Referring to FIG. 2, the marine fuel gas supply system of the present embodiment includes a first heater 110, a vaporizer 180, and a water generator 120, as in the first embodiment.

The engine E to which the fuel is supplied by the marine fuel gas supply system of the present embodiment may be an ME-GI engine, an X-DF engine, a DF engine, or the like, which uses natural gas as fuel as in the first embodiment, The marine fuel gas supply system of the present embodiment can be applied to other combustion devices using natural gas such as a gas turbine, as in the first embodiment. As in the first embodiment, it is preferable that the marine fuel gas supply system of this embodiment is applied to the ME-GI engine used as the main propulsion engine, and the engine E of the present embodiment, similarly to the first embodiment, It is placed in the engine room.

The first heater 110 of the present embodiment is configured such that the cooling water (L10 line) discharged after the engine E is cooled and the fluid (L3 line) used as the fuel in the vaporizer 180 Heat exchange is performed. That is, the first heater 110, like the first embodiment, supplies a part of the heat source obtained by the cooling water to the fluid (L3 line) used as the heat in the vaporizer 180 while cooling the engine E, And heats the fluid (L3 line) used as the fruit in the vaporizer 180.

The temperature of the cooling water discharged from the engine E and supplied to the first heater 110 is regulated on the line L10 from which the cooling water is supplied from the engine E to the first heater 110, A first temperature control sensor 210 may be provided. The first temperature adjustment sensor 210 of this embodiment can adjust the temperature of the cooling water discharged from the engine E to approximately 85 캜 as in the first embodiment.

According to the present embodiment, as in the first embodiment, the temperature of the cooling water discharged from the engine E is adjusted to approximately 85 DEG C, and the temperature of the cooling water supplied to the engine E The temperature changes. That is, as the load of the engine E becomes lower, the temperature of the cooling water supplied to the engine E becomes higher to prevent the low temperature corrosion of the engine E.

The vaporizer 180 of this embodiment vaporizes the liquefied natural gas by heat-exchanging the liquefied natural gas (L4 line) heated by the first heater 110, similarly to the first embodiment. That is, as in the first embodiment, the carburetor 180 uses part of the heat source obtained by the cooling water while cooling the engine E to vaporize the liquefied natural gas via the heat. Natural gas (L1 line) vaporized by the vaporizer 180 is supplied to the engine E and used as fuel as in the first embodiment. The fluid used as the fuel in the vaporizer 180 may be glycol water as in the first embodiment.

The water generator 120 of the present embodiment uses part or all of the heat source of the cooling water (L20 line) that has passed through the first heater 110 after being discharged from the engine E as in the first embodiment, The seawater is heated to obtain clear water.

The load of the engine E is denoted by A, the maximum amount of heat transferred to the fluid used as the heat in the vaporizer 180 is denoted by x, the load of the water heater 120 is denoted by B, the maximum heat amount of the cooling water obtained by cooling the engine E y and the amount of heat required when the load of the water injector 120 is 100% is z, the following equation is established as in the first embodiment.

Ax + Bz = Month

Therefore, the load of the generator is expressed by B = (yx) A / z, and the load of the generator 120 is controlled according to the above formula to cool the engine E, And the humidifier 120, as shown in FIG.

According to this embodiment, as in the first embodiment, the cooling water is used to cool the engine E, and the heat source obtained is used first in the first heater 110, and the rest is used in the water purifier 120.

The cooling water (L10 line) discharged from the engine E is branched into two flows as in the first embodiment. A part (L10 line) is sent to the first heater (110) 1 heater 110. In addition, The cooling water (L12 line) bypassing the first heater 110 and the cooling water (L20 line) passing through the first heater 110 can be joined together and sent to the water purifier 120 as in the first embodiment, A first three-way valve 810 is provided at a point where the cooling water (L12 line) bypassing the first heater 110 and the cooling water (L20 line) passing through the first heater 110 are joined together Can be installed. According to the present embodiment, similarly to the first embodiment, the amount of cooling water sent to the first heater 110 can be adjusted by adjusting the opening degree of the first three-way valve 810, 110 can be controlled.

A temperature sensor (not shown) may be provided on the line L4 through which the heat is delivered from the first heater 110 to the vaporizer 180 as in the first embodiment, The opening degree of the first three-way valve 810 can be adjusted according to a temperature value.

In addition, the marine fuel gas supply system of this embodiment may be operated such that the temperature of the liquid flowing through the L4 line is kept constant, as in the first embodiment.

A second valve 720 may be provided on the line L4 through which the heat is supplied from the first heater 110 to the vaporizer 180 as in the first embodiment.

The marine fuel gas supply system of the present embodiment is configured such that the cooling water that has been discharged from the engine E and then passed through the first heater 110 is supplied to the line L20 to be sent to the water generator 120 And an air separator 330 installed therein. The air separator 330 of the present embodiment removes the air contained in the cooling water supplied from the first heater 110 to the water generator 120 in the same manner as the first embodiment, Thereby preventing malfunction of various devices included in the apparatus.

On the other hand, the cooling water (L20 line) that has passed through the first heater 110 after being discharged from the engine E is branched into two flows as in the first embodiment, and a part (L20 line) , And the rest (L22 line) can bypass the water tub 120. [ The cooling water (L22 line) bypassing the water generator 120 and the cooling water (L30 line) passing through the water generator 120 can be joined together and sent to the engine E again as in the first embodiment, A second three-way valve 820 may be installed at a point where the cooling water (L22 line) bypassing the first water pipe 120 and the cooling water (L30 line) passing through the water generator 120 are joined together as in the first embodiment . According to the present embodiment, as in the first embodiment, the amount of cooling water sent to the water tub 120 can be adjusted by adjusting the opening degree of the second three-way valve 820, Can be controlled.

A second temperature regulating sensor 220 for regulating the temperature of the cooling water may be installed on the line L30 through which the cooling water discharged from the water generator 120 is supplied to the engine E as in the first embodiment. The set value of the second temperature regulation sensor 220 of the present embodiment becomes lower as the load of the engine E becomes higher, as in the first embodiment.

The fuel gas supply system for marine vessels according to the present embodiment includes a cooler 130 for lowering the temperature of the cooling water that has passed through the first heater 110 and the water purifier 120 after being discharged from the engine E . The cooler 130 of the present embodiment is capable of cooling the engine E and supplying sufficient heat to the first heater 110 and the water purifier 120 When the temperature is not lowered, the temperature of the cooling water is lowered so that the cooling water can cool the engine E to the required temperature.

When the present embodiment includes the cooler 130, the cooling water (line L30) discharged from the water purifier 120 is branched into two flows as in the first embodiment, and a part (L30 line) , And the rest (L32 line) can bypass the cooler 130. [ The cooling water (L32 line) bypassing the cooler 130 and the cooling water (L40 line) passing through the cooler 130 can be joined together and sent to the engine E as in the first embodiment, A third three-way valve 830 may be provided at a point where the bypassed cooling water (L32 line) and the cooling water (L40 line) passing through the cooler 130 are joined together, as in the first embodiment. According to the present embodiment, as in the first embodiment, the opening degree of the third three-way valve 830 can be adjusted to adjust the amount of cooling water sent to the cooler 130, The degree of cooling can be adjusted.

According to the fuel gas supply system for marine vessels of this embodiment, as in the first embodiment, it is possible to reduce the capacity of the cooler 130 and reduce the energy required to drive the cooler 130.

In the case where the present embodiment includes the cooler 130, the cooling water cools the engine E and the heat source obtained is used first in the first heater 110, and the rest is supplied to the water purifier 120 And the remaining heat source that is used in the humidifier 120 is cooled by the cooler 130.

When the cooling water discharged from the cooler 130 is supplied to the engine E on the line L40 as in the first embodiment, An adjustment sensor 230 may be provided. The set value of the third temperature adjustment sensor 230 of the present embodiment becomes lower as the load of the engine E becomes higher, as in the first embodiment.

The marine fuel gas supply system of the present embodiment may further include at least one of a storage tank 160, an expansion tank 170, and an air discharge tank 140, as in the first embodiment.

The storage tank 160 of this embodiment stores the remaining cooling water not used for cooling the engine E and not sent to the first heater 110 as in the first embodiment, A portion of the cooling water stored in the expansion tank 170 can be sent to the expansion tank 170 (L50 line) as in the first embodiment. According to the present embodiment, as in the first embodiment, consumption of cooling water to be subjected to chemical treatment can be minimized.

As in the first embodiment, the expansion tank 170 of this embodiment absorbs the volume change caused by the expansion or contraction of the cooling water, enhances the stability of the system, and exerts a pressure capable of circulating the cooling water. The expansion tank 170 of the present embodiment receives cooling water from the storage tank 160 and receives air discharged from the air discharge tank 140 as in the first embodiment. Further, when the pressure in the expansion tank 170 becomes too high, the gas inside the expansion tank 170 may be discharged along the gas discharge line L2 as in the first embodiment.

The expansion tank 170 of the present embodiment can be disposed at an upper portion of approximately 20 m to 25 m above the engine room in which the engine E is disposed, The height of the expansion tank 170 may vary.

The marine fuel gas supply system of the present embodiment further includes a third compressor 190 installed on a line where the cooling water discharged from the engine E is supplied to the first heater 110, unlike the first embodiment can do. The third compressor 190 of the present embodiment is installed when the first heater 110 is inevitably disposed at a high height and the cooling water can not be smoothly supplied to the first heater 110. Particularly, Even if the compressor 420 is included, it is installed when the pressure for supplying the cooling water to the first heater 110 is insufficient.

The air discharge tank 140 of this embodiment discharges the air contained in the cooling water sent from the water purifier 120 to the engine E to the expansion tank 170 as in the first embodiment, And to mitigate the effect of a suddenly changing fluid volume change. The cooling water sent from the water generator 120 to the engine E of the present embodiment is temporarily stored in the air discharge tank 140 and sent to the engine E as in the first embodiment.

The fuel gas supply system for marine vessels according to the present embodiment includes a first compressor 410 installed on a line L50 for supplying the cooling water discharged from the storage tank 160 to the expansion tank 170 as in the first embodiment .

The first compressor 410 of the present embodiment includes a first water level controller 310 for adjusting the water level of the storage tank 160 and a second water level controller 310 for adjusting the water level of the expansion tank 170, And may be operated in conjunction with the regulator 320. That is, as in the first embodiment, the first compressor 410 of the present embodiment operates when the water level of the storage tank 160 becomes equal to or higher than a predetermined height or when the water level of the expansion tank 170 becomes equal to or lower than a predetermined height, The cooling water in the tank 160 can be sent to the expansion tank 170.

As in the first embodiment, the fuel gas supply system for marine vessels of the present embodiment includes a second compressor 420 for compressing the cooling water discharged from the water generator 120 and supplying it to the engine E; And a first valve (710) installed on a line (L10) from which the cooling water is supplied from the engine (E) to the first heater (110) to prevent reverse flow of the cooling water; Or more.

As in the first embodiment, a plurality of the second compressors 420 of this embodiment can be connected in parallel, and the cooling water can be compressed to approximately 3 bar. The second compressor 420 of the present embodiment can compress the cooling water so as to satisfy both the pressure for circulating the cooling water and the pressure required by the engine E as in the first embodiment.

In the case where the marine fuel gas supply system of the present embodiment includes the second compressor 420, as in the first embodiment, the engine E (not shown) is provided so that the cooling water is circulated only by the pressure of the second compressor 420 without installing an additional compressor. Are connected in series so that the cooling water discharged from the engine E is supplied to the engine E again.

On the other hand, in the first valve 710 of this embodiment, as in the first embodiment, when the second compressor 420 is stopped, the pressure of the cooling water supplied from the engine E to the first heater 110 is lowered Thereby preventing backflow.

The marine fuel gas supply system of the present embodiment may further include a second heater 150 that heats the cooling water discharged from the water heater 120 and supplied to the engine E as in the first embodiment. The second heater 150 of this embodiment heats the cooling water by exchanging heat between the steam and the cooling water as in the first embodiment. A third valve 730 may be provided on the line for supplying steam, and the degree of the steam may be controlled by controlling the opening degree of the third valve 730, Can be adjusted.

The second heater 150 of the present embodiment is configured to cool the cooling water at a predetermined temperature or higher to prevent low temperature corrosion of the engine E when the ship is anchored and the engine E is not operated as in the first embodiment And supplies it to the engine E by heating. When the second heater 150 of this embodiment is operated, generally the cooler 130 is not operated.

When the marine fuel gas supply system of the present embodiment includes the second heater 150, according to the present embodiment, as in the first embodiment, since the load of the engine E is low, The controller 120 can be operated at 100%. According to the present invention, even when the load of the engine E is low, the water heater 120 is operated at 100%, and the cooling water can be prevented from being corroded at low temperature by the second heater 150 It is possible to operate the system more flexibly as in the first embodiment.

When the present embodiment includes the second heater 150, the cooling water discharged from the water purifier 120 is branched into two flows as in the first embodiment, and a part (L60 line) flows into the second heater 150, And the rest (L62 line) can bypass the second heater 150. The cooling water (L62 line) bypassing the second heater 150 and the cooling water (L60 line) passing through the second heater 150 can be joined together and sent to the engine E as in the first embodiment, A fourth valve 740 may be provided on the line L62 through which the cooling water bypasses the second heater 150, as in the first embodiment. According to the present embodiment, as in the first embodiment, the amount of the cooling water sent to the second heater 150 can be adjusted by adjusting the opening degree of the fourth valve 740, The degree to which the cooling water is heated can be controlled.

On the other hand, when the marine fuel gas supply system of this embodiment includes the expansion tank 170, the first heater 110 of this embodiment is installed at a position higher than the expansion tank 170, unlike the first embodiment do. When the components included in the ship fuel gas supply system of this embodiment are actually disposed on the ship, it is inevitable that the first heater 110 is installed in the expansion tank 170 In many cases.

When the marine fuel gas supply system of the present embodiment includes both the expansion tank 170 and the first three-way valve 810, the first three-way valve 810 is installed at a position lower than the expansion tank 170 desirable.

According to the present embodiment, when the second compressor 420 is stopped, the valve (upper valve in FIG. 2) of the first three-way valve 810 in the direction of the first heater 110 is closed and the L12 line and the water purifier 120) directional valves (left and lower valves in Fig. 2) can be kept open.

2) of the first three-way valve 810 of the present embodiment closes the second compressor 420, the pressure of circulating the cooling water is lowered, It is possible to prevent loss of cooling water and pressure loss inside the pipe (L20 line) between the first three-way valve 810 and the first heater 110 installed at a lower position than the first three-way valve 170.

When the valves in the direction of the L12 line and the water purifier 120 (the left and the lower valves in Fig. 2) are kept in the open state, the second compressor 420 is stopped to stop the engine E from the first heater 110 The reverse flow of the cooling water to the engine E can be blocked by the first valve 710 (if the present embodiment includes the third compressor 190, the third compressor 190 can be shut off) The cooling water flowing backward from the first heater 110 is sent to the water preparation machine 120 via the L12 line and the first three-way valve 810. [

If the first three-way valve 810 is located at a position higher than the expansion tank 170, when the second compressor 420 fails, the valve of the first three-way valve 810 in the direction of the first heater 110 2), the pressure is lowered to the vicinity of the vapor pressure, and a vacuum is generated in the pipe, so that bubbles may be generated in the cooling water, and the rigidity of the pipe is adversely affected. In addition, the pressure and flow rate of the cooling water may be rapidly reduced, and water hamming may occur.

If the first heater 110 can be disposed below the expansion tank 170, even if the second compressor 420 fails, the piping between the first heater 110 and the third valve 810 The first three-way valve 810 is installed in the lower portion of the expansion tank, and the second compressor 420 is installed in the lower portion of the expansion tank. In the case where the first heater is inevitably disposed above the expansion tank, (L20 line) between the first heater 110 and the third-side valve 810 in case of failure.

Therefore, according to the present embodiment, water hamming can be prevented, and equipment failure due to reverse flow of cooling water can be prevented.

When the marine fuel gas supply system of the present embodiment includes both the cooler 130, the air discharge tank 140, the second compressor 420, and the second heater 150, as in the first embodiment, A cooler 130 is installed at a rear end of the air conditioner 120, an air discharge tank 140 is installed at a rear end of the cooler 130, a second compressor 420 is installed at a rear end of the air discharge tank 140, It is preferable that the second heater 150 is installed at the rear end of the second heater 420 and the engine E is installed at the rear end of the second heater 150. [

The fuel gas supply system for marine vessels according to this embodiment includes a first three-way valve 810, a second three-way valve 820, a third three-way valve 830, a third valve 730, a first temperature control sensor 210, The first three-way valve 810, the second three-way valve 820, and the third temperature control sensor 230, as in the first embodiment. The third three-way valve 830, the third valve 730, the first temperature control sensor 210, the second temperature control sensor 220 and the third temperature control sensor 230 are connected to the control panel C The operation can be controlled.

As in the first embodiment, the control panel C of this embodiment comprehensively analyzes the operation status of the system based on the information collected by the respective devices connected thereto and the statuses of the devices, and controls the devices.

Particularly, according to the present embodiment, when the second compressor 420 is stopped, an algorithm is configured to close the valve (upper valve in FIG. 2) of the first three-way valve 810 in the direction of the first heater 110 , The control panel C can automatically prepare for a case where the second compressor 420 stops due to a failure or the like.

According to the present embodiment, as in the first embodiment, in order to utilize the heat source of the cooling water discharged from the engine E without loss as much as possible, a pipe (denoted by a double line in FIG. 1) It can be heat-treated.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention. It is.

110: first heater 120:
130: cooler 140: air discharge tank
150: second heater 160: storage tank
170: expansion tank 180: vaporizer
190: third compressor 210: first temperature control sensor
220: second temperature control sensor 230: third temperature control sensor
310: first water level controller 320: second water level controller
330: air separator 410: first compressor
420: second compressor 710: first valve
720: second valve 730: third valve
740: fourth valve 810: first three-way valve
820: second three-way valve 830: third three-way valve

Claims (21)

A vaporizer for vaporizing the liquefied natural gas and supplying it to the engine;
A first heater that heats the fluid used as a heat in the carburetor by exchanging heat between the cooling water discharged after cooling the engine and the fluid used as the heat in the vaporizer;
An extracting unit for extracting fresh water by heating the seawater using part or all of the heat source of the cooling water that has passed through the first heater after being discharged from the engine; And
And an expansion tank for absorbing a volume change occurring as the cooling water expands or shrinks,
The vaporizer is configured to vaporize the liquefied natural gas by heat-exchanging the liquefied natural gas with the heat heated by the first heater,
The engine is disposed in an engine room,
Wherein the expansion tank is disposed at an upper portion of the engine room at a height which is a level at which bubbles are not generated in the cooling water according to a temperature required by the engine,
The load of the generator
A load A of the engine, a maximum amount of heat transferred to the fluid used as the heat in the vaporizer is x, a load of the water purifier is B, a maximum heat amount of the cooling water obtained by cooling the engine is y, When the heat quantity required when the temperature is 100% is z, B = (yx) is expressed by A / z,
The cooling water cooling the engine, the amount of heat obtained is preferentially used in the first heater, and the remainder is used in the water purifier,
Wherein the load of the generator is controlled by the formula of B = (yx) A / z so that the cooling water cools the engine and distributes the heat amount to the vaporizer and the generator. The method according to claim 1,
And the first heater is disposed at a position higher than the expansion tank. The method according to claim 1,
Wherein the expansion tank is disposed at an upper portion of 20 to 25 meters above the engine room. The method according to claim 1,
The cooling water discharged from the engine is branched into two flows, a part of which is sent to the first heater, the other bypasses the first heater,
Further comprising a first three-way valve installed at a point where the cooling water bypassing the first heater and the cooling water passing through the first heater are merged,
And the first three-way valve is installed at a position lower than the expansion tank. delete The method according to any one of claims 1 to 4,
Further comprising a second heater for heating the cooling water discharged from the water generator and supplied to the engine. The method according to any one of claims 1 to 4,
Further comprising a cooler for lowering the temperature of the cooling water that has passed through the first heater and the water heater after being discharged from the engine. The method of claim 7,
Wherein the cooling water cools the engine and the heat source obtained is used first in the first heater and the remainder is used in the water purifier and the remaining heat source used in the water purifier is cooled by the cooler. The method according to any one of claims 1 to 4,
Further comprising a storage tank for storing remaining cooling water not sent to the first heater among cooling water used for cooling the engine. The method according to any one of claims 1 to 4,
Further comprising an air discharge tank for discharging the air contained in the cooling water sent from the water purifier to the engine. The method of claim 9,
Further comprising a first compressor installed on a line for supplying cooling water discharged from the storage tank to the expansion tank,
Wherein the first compressor is operated when the water level of the storage tank becomes equal to or higher than a predetermined height or when the water level of the expansion tank becomes equal to or lower than a predetermined height. The method according to any one of claims 1 to 4,
Further comprising a second compressor for compressing and supplying the cooling water discharged from the water generator to the engine. The method of claim 12,
Further comprising a third compressor installed on a line through which the cooling water discharged from the engine is supplied to the first heater. The method of claim 12,
Further comprising a first valve that prevents reverse flow of cooling water supplied from the engine to the first heater when the second compressor is stopped. 1) heat-exchanging the discharged cooling water and the heat after cooling the engine to heat the heat by the first heater;
2) vaporizing the liquefied natural gas by heat-exchanging the heat-exchanged and heated heat in the step 1) with the liquefied natural gas;
3) supplying the natural gas vaporized in the step 2) to the engine;
4) heating the seawater to obtain fresh water by using a part or all of the heat source having the cooling water used for heat-exchanging the fruits in the step 1); And
5) compressing the cooling water discharged from the water generator by a second compressor and supplying the compressed water to the engine,
The cooling water discharged from the engine is branched into two flows, a part of which is sent to the first heater, the other bypasses the first heater,
A first three-way valve is provided at a point where the cooling water bypassing the first heater and the cooling water passing through the first heater are merged,
The first three-way valve is installed at a position lower than the expansion tank,
Wherein when the second compressor is stopped, the valve of the first three-way valve in the direction of the first heater is closed and the remaining valve is maintained in the opened state, so that even if the pressure for circulating the cooling water by the second compressor falls, And the pressure loss is prevented. 16. The method of claim 15,
The engine is disposed in an engine room,
Wherein an expansion tank for absorbing a volume change caused by expansion or contraction of cooling water is disposed at an upper portion of the engine room at such a height that the pressure is such that bubbles are not generated in the cooling water according to the temperature required by the engine, Gas supply method. 18. The method of claim 16,
And the expansion tank is disposed at an upper portion of 20 m to 25 m above the engine room. 18. The method of claim 16,
And the first heater is disposed at a position higher than the expansion tank. The method according to any one of claims 15 to 18,
Wherein when the second compressor is stopped, cooling water supplied from the engine to the first heater by the first valve is prevented from flowing backward. The method according to any one of claims 15 to 18,
And closes the valve of the first three-way valve in the direction of the first heater automatically by the control panel when the second compressor stops. delete

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