KR102160847B1 - treatment system of liquefied gas and ship having the same - Google Patents

Abstract

The present invention relates to a gas processing system and a ship, comprising: a liquefied gas storage tank for storing liquefied gas to be used as fuel for propulsion of the ship; A power generation engine that consumes the boil-off gas generated in the liquefied gas storage tank; A power management unit calculating additional power by limiting the power consumption of the ship from the power generated by the power generation engine consuming the boil-off gas; And a power processing unit that consumes the additional power by controlling the operation of the power consumption device provided in the ship.

Description

Treatment system of liquefied gas and ship having the same}

The present invention relates to a gas treatment system and a ship.

According to recent technological developments, liquefied gases such as Liquefied Natural Gas and Liquefied Petroleum Gas have been widely used in place of gasoline or diesel.

Liquefied natural gas is liquefied by cooling methane obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid that contains almost no pollutants and has a high calorific value. Liquefied petroleum gas, on the other hand, is a fuel made into a liquid by compressing gas containing propane (C3H8) and butane (C4H10) as main components from oil fields together with oil at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless, and is widely used as fuel for home, business, industrial and automobiles.

Such liquefied gas is stored in a liquefied gas storage tank installed on the ground or in a liquefied gas storage tank provided on a ship, which is a transportation means for sailing the ocean, and liquefied natural gas is stored in a volume of 1/600 by liquefaction. The volume of liquefied petroleum gas is reduced to 1/260 of propane and 1/230 of butane by liquefaction, which has the advantage of high storage efficiency.

Liquefied gas is forcibly liquefied and stored in the liquefied gas storage tank, but since the liquefied gas storage tank cannot achieve perfect insulation, some of the liquefied gas stored in the liquefied gas storage tank is caused by heat transmitted from the outside. The phase changes to evaporation gas, which is a gas.

At this time, the volume of the boil-off gas converted to gas increases significantly, which increases the internal pressure of the liquefied gas storage tank.If the internal pressure of the liquefied gas storage tank exceeds the pressure that the liquefied gas storage tank can withstand, the liquefied gas is stored. There is a risk of damage to the tank.

Therefore, conventionally, in order to keep the internal pressure of the liquefied gas storage tank constant, a method of lowering the internal pressure of the liquefied gas storage tank by burning the boil-off gas with a gas combustion device (GCU) was used. Alternatively, the boil-off gas was discharged to the outside of the liquefied gas storage tank, liquefied using a separately provided re-liquefaction device, and then recovered to the liquefied gas storage tank.

However, when the boil-off gas is burned, energy is inevitably wasted, and when a re-liquefaction device is used, problems such as cost and manpower required to equip and operate the re-liquefaction device occur.

In particular, in the case of a general merchant ship that loads liquefied gas as propulsion fuel, not a liquefied gas carrier that loads liquefied gas as cargo, there is a problem that it is not easy to install a gas combustion device or a reliquefaction device due to space constraints.

Therefore, continuous research is being conducted on a system for effectively treating the evaporation gas continuously occurring in the liquefied gas storage tank, but a system that improves the above problems has not been developed yet.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is a gas that makes it possible to treat boil-off gas using a power generation engine, so that there is no need to install a gas combustion device or a reliquefaction device It is to provide a treatment system and a ship.

A gas treatment system according to an embodiment of the present invention is a gas treatment system mounted on a ship, comprising: a liquefied gas storage tank for storing liquefied gas to be used as fuel for propulsion of the ship; A power generation engine that consumes the boil-off gas generated in the liquefied gas storage tank; A power management unit calculating additional power by limiting the power consumption of the ship from the power generated by the power generation engine consuming the boil-off gas; And a power processing unit that consumes the additional power by controlling the operation of the power consumption device provided in the ship.

Specifically, the power processor may receive the generated power from the power generation engine and transmit the amount of the generated power to the power management unit.

Specifically, the power management unit may transmit the amount of the additional power to the power processing unit, and the power processing unit may control the operation of the power consuming device to correspond to the amount of the additional power received from the power management unit. have.

Specifically, the power processing unit may include a switch board receiving the generated power from the power generation engine and transmitting additional power to the power consuming device; And a monitoring system that receives the amount of generated power from the switchboard and transmits it to the power management unit.

Specifically, the power management unit may receive the amount of generated power from the monitoring system and transmit the amount of the additional power to the monitoring system.

Specifically, the monitoring system may receive the amount of the additional power from the power management unit and control the operation of the power consuming device so that the additional power is transmitted to the power consuming device through the switch board.

Specifically, the liquefied gas storage tank may have a measuring unit that measures the amount of boil-off gas generated therein.

Specifically, the power generation engine may be operated according to the amount of boil-off gas measured by the measuring unit.

Specifically, a boiler that consumes the boil-off gas generated in the liquefied gas storage tank may be further included, and the boiler may preferentially consume the boil-off gas than the power generation engine.

Specifically, the ship may load cargo other than the liquefied gas, and may be a general merchant ship excluding a liquefied gas carrier.

Specifically, the power consumption device may be at least one of a cargo transport device for transporting the cargo and a cargo hold fan provided in a hold in which the cargo is loaded.

Specifically, the power consumption device may be at least one of an air conditioning system provided on the ship and a ballasting system provided on the ship.

Specifically, it may further include a propulsion engine that consumes the liquefied gas of the liquefied gas storage tank.

A ship according to an embodiment of the present invention is characterized by having the gas treatment system.

The gas treatment system and ship according to the present invention treat all excess boil-off gas while using boil-off gas to operate the power generation engine in general commercial ships except for liquefied gas carriers where installation of a gas combustion device or a re-liquefaction device is practically impossible. By doing so, it is possible to stably maintain the internal pressure of the liquefied gas storage tank and prevent energy waste.

1 is a side view of a ship having a gas treatment system according to an embodiment of the present invention.
2 is a conceptual diagram of a gas treatment system according to an embodiment of the present invention.
3 is a conceptual diagram of a gas treatment system according to an embodiment of the present invention.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments associated with the accompanying drawings. In adding reference numerals to elements of each drawing in the present specification, it should be noted that, even though they are indicated on different drawings, only the same elements are to have the same number as possible. In addition, in describing the present invention, when it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Hereinafter, the gas treatment system 1 of the present invention will be described, and the present invention includes the gas treatment system 1 and a ship 100 having the same.

At this time, in the present invention, the ship 100 has a hold 110 to load the cargo 111, not liquefied gas, and may be a general commercial ship excluding a liquefied gas carrier, but liquefied gas to be used in the propulsion engine 40, etc. The liquefied gas storage tank 10 for storing it may be mounted in the hull.

Hereinafter, in the present specification, liquefied gas may be used in the sense of encompassing all gaseous fuels generally stored in a liquid state, such as LNG or LPG, ethylene, ammonia, etc., and liquefied gas also for convenience when not in a liquid state by heating or pressurization. It can be expressed as This can be applied to boil-off gas as well.

In addition, for convenience, LNG can be used to mean not only NG (Natural Gas) in liquid state, but also NG in supercritical state, etc., and evaporation gas can be used to mean not only gaseous evaporation gas but also liquefied evaporation gas. have.

1 is a side view of a vessel 100 having a gas treatment system according to an embodiment of the present invention, and FIGS. 2 and 3 are conceptual diagrams of a gas treatment system according to an embodiment of the present invention.

In FIG. 3, a solid line indicates a line through which liquefied gas or evaporative gas flows, a dotted line indicates a line through which information on power flows, and a single-dot chain line indicates a line through which power flows.

1 to 3, a gas treatment system 1 according to an embodiment of the present invention is mounted on a ship 100, a liquefied gas storage tank 10, a transfer pump 20, a boil-off gas compressor (30), a propulsion engine 40, a power generation engine 50, a power management unit 60, a power processing unit 70, a power consumption device 80, and includes an oil storage tank 90.

The liquefied gas storage tank 10 stores liquefied gas. The liquefied gas storage tank 10 stores liquefied gas in a liquid state. At this time, the liquefied gas storage tank 10 may store the liquefied gas at a pressure of 1 bar to 10 bar (for example, 1.03 bar).

The liquefied gas storage tank 10 may be a standalone type, a membrane type, a pressurized type, etc., and various insulating structures can be used to store the liquefied gas in a liquid state, and evaporation occurring within the liquefied gas storage tank 10 The gas may be consumed by the power generation engine 50 to be described later.

The liquefied gas stored in the liquefied gas storage tank 10 may be used as fuel for propulsion of the ship 100. That is, liquefied gas may be supplied from the liquefied gas storage tank 10 to the propulsion engine 40 provided in the engine room 120 of the ship 100, and for this purpose, the propulsion engine 40 from the liquefied gas storage tank 10 ) To the liquefied gas supply line 24 may be connected.

In addition, since the liquefied gas can be consumed in the power generation engine 50, the liquefied gas supply line 24 connected to the liquefied gas storage tank 10 is. Branching from the downstream of the liquefied gas storage tank 10 may be connected to the propulsion engine 40 and the power generation engine 50, respectively.

The boil-off gas generated from the liquefied gas storage tank 10 may be delivered to the propulsion engine 40, but in the present invention, the ship 100 may be a general merchant ship rather than a liquefied gas carrier. Most of them consist of a hold 110 that loads the cargo 111, and the liquefied gas storage tank 10 is bound to be smaller than that used in the liquefied gas carrier, and the evaporation that occurs in the liquefied gas storage tank 10 Gas alone may not meet the requirements of the propulsion engine 40. Therefore, in the present invention, the propulsion engine 40 may consume liquefied gas to generate a propulsion force, but of course, it should be noted that it is not limited thereto.

A measurement unit 11 may be provided in the liquefied gas storage tank 10, and the measurement unit 11 may measure the amount of boil-off gas generated inside the liquefied gas storage tank 10. The measuring unit 11 may calculate/estimate the amount of boil-off gas based on the amount of liquefied gas stored in the liquefied gas storage tank 10, or the amount of boil-off gas based on the internal pressure of the liquefied gas storage tank 10. Can be calculated/estimated.

That is, the measurement unit 11 may be a pressure gauge or a level gauge, and the type of the measurement unit 11 is not particularly limited. Of course, the measuring unit 11 may include both a pressure gauge and a level gauge.

The transfer pump 20 is provided in the liquefied gas supply line 24 and transfers the liquefied gas. The liquefied gas pump may be provided inside and/or outside the liquefied gas storage tank 10, and may pressurize and deliver the liquefied gas to 1 to 10 bar.

At least one transfer pump 20 may be provided in the liquefied gas storage tank 10, and the liquefied gas may be transferred to the propulsion engine 40 or the power generation engine 50 by a plurality of transfer pumps 20. . In this case, any one transfer pump 20 may be provided to back up the other transfer pump 20.

A high-pressure pump 21 may be provided between the transfer pump 20 and the propulsion engine 40 in the liquefied gas supply line 24. The high pressure pump 21 may pressurize the liquefied gas transferred by the transfer pump 20 to a pressure required by the propulsion engine 40.

The transfer pump 20 may primarily pressurize the liquefied gas. At this time, the pressure of the liquefied gas pressurized by the transfer pump 20 may correspond to the required pressure of the power generation engine 50. However, since the required pressure of the propulsion engine 40 may be higher than the required pressure of the power generation engine 50, at this time, the high pressure pump 21 is as much as the difference between the required pressure of the power generation engine 50 and the required pressure of the propulsion engine 40 The liquefied gas can be pressurized and delivered to the propulsion engine 40.

For example, if the propulsion engine 40 is a high-pressure engine such as MEGI or XDF, the high-pressure pump 21 can pressurize the liquefied gas to 30 to 400 bar, but the pressure range of the high-pressure pump 21 is the specifications of the propulsion engine 40 It may vary according to, and is not particularly limited.

In addition, when the required pressure of the propulsion engine 40 is the same as the required pressure of the power generation engine 50, the pressure of the liquefied gas transferred by the transfer pump 20 may correspond to the required pressure of the propulsion engine 40. As such, the high-pressure pump 21 may be omitted.

A heat exchanger 22 may be provided downstream of the high pressure pump 21 between the transfer pump 20 and the propulsion engine 40. The heat exchanger 22 may heat the liquefied gas to the required temperature of the propulsion engine 40, and the heat source used by the heat exchanger 22 may be glycol water or sea water, and is not particularly limited.

A vaporizer 23 may be provided between the transfer pump 20 and the power generation engine 50, and the vaporizer 23 heats the liquefied gas to the required temperature of the power generation engine 50, similar to the heat exchanger 22. can do. The heat source used by the vaporizer 23 is also not particularly limited.

The boil-off gas compressor 30 compresses boil-off gas generated in the liquefied gas storage tank 10. The boil-off gas compressor 30 may be provided in the boil-off gas supply line 31 connected from the liquefied gas storage tank 10 to the power generation engine 50.

The boil-off gas compressor 30 may be provided in multiple stages, and the number of stages may vary depending on the required pressure of the power generation engine 50 or the internal pressure of the liquefied gas storage tank 10. In addition, the boil-off gas compressor 30 may be provided in parallel to enable backup.

The boil-off gas compressed by the boil-off gas compressor 30 may be delivered to the power generation engine 50 along the boil-off gas supply line 31, and the present invention further includes a boiler 51 that consumes boil-off gas. As can be done, the boil-off gas may be delivered to the boiler 51 along the boil-off gas supply line 31 branching from the upstream of the power generation engine 50. In this case, the boiler 51 may consume the boil-off gas preferentially over the power generation engine 50, because there are many places of use of the steam generated by the boiler 51 in the ship 100.

The propulsion engine 40 consumes the liquefied gas stored in the liquefied gas storage tank 10 to generate a driving force. The propulsion engine 40 may be mechanically or electrically connected to the propeller, and when the rotation shaft of the propulsion engine 40 is rotated, the propeller rotates and generates a wake to advance the ship 100.

The propulsion engine 40 may consume higher pressure liquefied gas than the power generation engine 50, and in this case, the high pressure pump 21 is used as described above.

The propulsion engine 40 may use oil having a liquid state at room temperature, such as diesel, instead of liquefied gas, and the oil may be stored in the oil storage tank 90. The oil storage tank 90 may be disposed in a position spaced apart from or adjacent to the liquefied gas storage tank 10 in the hull, and an oil supply line (symbol shown) from the oil storage tank 90 to the propulsion engine 40, etc. Not) can be provided.

The power generation engine 50 consumes the boil-off gas generated in the liquefied gas storage tank 10. It goes without saying that the power generation engine 50 may be provided to consume the liquefied gas of the liquefied gas storage tank 10 and also consume the aforementioned oil.

The power generation engine 50 may consume the boil-off gas to generate power when the amount of boil-off gas generated inside the liquefied gas storage tank 10 increases. That is, the power generation engine 50 can stably maintain the internal pressure of the liquefied gas storage tank 10 by consuming the boil-off gas. To this end, the power generation engine 50 may be operated (load) according to the amount of boil-off gas measured by the measuring unit 11.

In the case of a general liquefied gas carrier, in order to prevent the internal pressure of the liquefied gas storage tank 10 from becoming excessive, the boil-off gas was removed and burned or re-liquefied. However, in the case of a general merchant ship such as a container ship other than a liquefied gas carrier, there is not enough space to provide a gas combustion device or a reliquefaction device for burning boil-off gas.

Therefore, it is necessary to use the power generation engine 50 to consume the boil-off gas. For example, when the power consumption is 1,000kW while the 14,000TEU container ship is anchored, the power generation engine 50 is in the liquefied gas storage tank 10. The maximum generation power that can be generated by consuming the generated boil-off gas may be 1,590 kW, exceeding 1,000 kW (the liquefied gas storage tank 10 is a membrane type, has a volume of 7,000 m ³ and BOR is 0.23%. home).

In this way, since the power consumption that can be consumed in the ship 100 is lower than the power generation of the power generation engine 50, the capacity capable of processing the boil-off gas by the power generation engine 50 is 1,000, the power generation engine 50 It is only the amount of boil-off gas consumed to generate kW. Therefore, it means that the boil-off gas that can be consumed to generate the remaining 590kW is not consumed by the power generation engine 50 due to insufficient power consumption used in the ship 100.

In this case, the power generation engine 50 is not recognized as a boil-off gas treatment device capable of sufficiently treating the boil-off gas generated in the liquefied gas storage tank 10 to maintain the liquefied gas storage tank 10 in a stable state. Therefore, in the end, there is a problem that the gas combustion device or the reliquefaction device must be mounted on a container ship or the like in some way, which in turn leads to a loss of the load capacity of the cargo 111.

However, in the present invention, of the maximum generation power generated while the power generation engine 50 processes the boil-off gas, the power consumption is limited, and the remaining additional power is consumed by a separate power consumption device 80, and the power generation engine 50 It can be recognized as this boil-off gas treatment device.

This series of controls will be described later.

The power management unit 60 calculates additional power by limiting the power consumption of the ship 100 from the power generated by the power generation engine 50 consuming the boil-off gas. The generated power may be predicted, calculated, or measured in consideration of the amount of boil-off gas and the specifications of the power generation engine 50.

The power consumption may be the power consumed by the ship 100 in a moored state, and may be the power currently consumed, the power expected to be consumed in the future, and/or the minimum power consumed by the ship 100.

The power management unit 60 may derive additional power by subtracting power consumption from the generated power. Of course, if the amount of boil-off gas generated in the liquefied gas storage tank 10 is sufficient to generate power consumption and no surplus is generated, there may be no additional power, and the operation of the power consumption device 80 or increase in the load, etc. It may not be done.

To this end, the power management unit 60 is provided to exchange information with the measurement unit 11 provided in the liquefied gas storage tank 10, and also liquefied such as the transfer pump 20 or the boil-off gas compressor 30. It is provided to exchange information with components that process gas and boil-off gas. This is because the load of the transfer pump 20 or the load of the boil-off gas compressor 30 means the amount of liquefied gas or boil-off gas.

The power management unit 60 may transmit the amount of additional power to the power processing unit 70. At this time, the power processing unit 70 is a configuration that actually controls the flow of power, as will be described later, and the power management unit 60 transmits the amount of additional power to the power processing unit 70 to cause the power processing unit 70 to provide additional power. It can be consumed by the power consumption device 80.

The power processing unit 70 consumes additional power by operating the power consumption device 80 provided in the ship 100. Here, the power consumption device 80 is a cargo hold 110 provided in the hold 110 in which the cargo 111 is loaded, various cargo 111 for transporting the cargo 111, and the fan 82 ), the air conditioning system 83 provided in the ship 100, and the ballasting system 84 may be at least one.

That is, the power consumption device 80 may be a device that is not related to the propulsion of the ship 100, and may mean a device capable of operating even in a state in which the ship 100 is anchored. The power consumption device 80 is an equipment that does not pose a problem to the safety of the ship 100 even if the ship 100 operates in a moored situation, and may include various devices in addition to the examples described above.

The power processing unit 70 may receive generated power from the generation engine 50 and transmit the amount of generated power to the power management unit 60. In addition, the power processing unit 70 may control the operation of the power consumption device 80 to correspond to the amount of additional power delivered from the power management unit 60.

The power processing unit 70 may include a switch board 71 (SWBD) and a monitoring system 72, and the generated power generated from the power generation engine 50 may be transferred to the switch board 71, for this purpose. A power generation power supply line 52 may be connected between the power generation engine 50 and the switch board 71.

The switch board 71 may transmit additional power to the power consuming device 80. An additional power consumption line 85 may be connected between the switch board 71 and the power consuming device 80, and the switch board 71 has a high voltage in order to match the voltage of the power consumed by the power consuming device 80. It may be divided into a switch board 71 and a low-voltage switch board 71, but is not limited thereto.

The monitoring system 72 may be a CAMS (Control, Alarm & Monitoring System), and is connected to the switch board 71 to receive the amount of generated power from the switch board 71. The amount of generated power may be transmitted by the power information transmission line 721 connected between the switchboard 71 and the monitoring system 72.

The monitoring system 72 may transmit the amount of generated power received from the switchboard 71 to the power management unit 60, and the power information transmission line 721 also between the monitoring system 72 and the power management unit 60 Can be provided.

In this case, the power management unit 60 connected by the monitoring system 72 and the power information transmission line 721 receives the amount of generated power from the monitoring system 72, calculates the additional power in consideration of the power consumption, The amount of additional power can be transmitted to the monitoring system 72.

That is, to the power information transmission line 721 connected between the switch board 71 and the monitoring system 72, the amount of generated power may be transmitted in one direction, and between the monitoring system 72 and the power management unit 60 To the connected power information transmission line 721, the amount of generated power may be transmitted in one direction, and the amount of additional power may be transmitted in the other direction.

The monitoring system 72 receives the amount of additional power from the power management unit 60 and controls the operation of the power consuming device 80 to transmit the additional power to the power consuming device 80 through the switch board 71 You can do it.

That is, when the monitoring system 72 receives notification from the power management unit 60 that there is additional power, the amount of additional power is checked from the power management unit 60, and the power consuming device 80 is operated by the amount of the additional power. Or you can make it run more.

In this case, as much as the amount of additional power transmitted from the power management unit 60 to the monitoring system 72, power may be transferred from the switch board 71 to the power consuming device 80 and consumed. Therefore, the generated power generated while the power generation engine 50 processes all of the boil-off gas generated in the liquefied gas storage tank 10 is the power consumption of the ship 100 and the additional power consumed by the power consumption device 80. It can be treated as the sum of.

For example, a cargo hold 110, a fan 82 (220kW), a ballast pump (250kW) constituting the ballast system, an A/C compressor (140kW) constituting the air conditioning system 83, etc. are the power consumption device 80 If the power generation engine 50 consumes the boil-off gas generated in the liquefied gas storage tank 10 and the power generation engine 50 is 1,590 kW, and the power consumption is 1,000 kW, additional power is required by the power management unit 60 It is calculated as 590kW, and the monitoring calculation unit receives the amount of additional power and controls the operation of the three power consumption devices 80 (total of 610kW), so that power of 590kW or more is consumed, so that additional power can be consumed.

Therefore, the power processing unit 70, by allowing the additional power derived by the power management unit 60 to be consumed due to the operation of the power consumption device 80 or an increase in the load that does not pose a problem to the operation or safety of the vessel 100, All of the boil-off gas generated in the liquefied gas storage tank 10 (except for consumption by the boiler 51 when the boiler 51 is provided) is sufficiently treated by the power generation engine 50, so that the gas combustion device or re-liquefied You can choose to omit the device.

The oil storage tank 90 stores oil that can be consumed by the propulsion engine 40, the power generation engine 50, and the boiler 51 described above. The oil stored in the oil storage tank 90 may refer to any fuel that maintains a liquid state at room temperature, such as marine diesel oil.

The oil storage tank 90 may be provided inside the hull at a position spaced apart from the liquefied gas storage tank 10, and may be located under the cabin as shown in FIG. 1 as an example, but is not limited thereto.

The oil supply line is connected from the oil storage tank 90 to the propulsion engine 40, etc., and the oil is transferred by the oil supply line, such as the propulsion engine 40, the power generation engine 50, and the boiler 51. This can be achieved when the fuel mode is switched, and a valve (not shown) is provided in the oil supply line, and the opening degree of the valve can be adjusted by the power management unit 60 or other control unit.

As described above, in this embodiment, the power generation engine 50 can process all of the boil-off gas generated in the liquefied gas storage tank 10, so that the liquefied gas storage tank is not additionally provided with a gas combustion device or a re-liquefaction device. The internal pressure of (10) can be maintained within a safe range, and the volume of the hold 110, which is the cargo 111 loading space, can be prevented from decreasing due to the installation of a gas combustion device, etc. in a general merchant vessel other than a liquefied gas carrier. .

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, and the present invention is not limited thereto, and within the technical scope of the present invention, those of ordinary skill in the art It would be clear that the transformation or improvement is possible.

All simple modifications to changes of the present invention belong to the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: gas treatment system 10: liquefied gas storage tank
11: measuring unit 20: transfer pump
21: high pressure pump 22: heat exchanger
23: carburetor 24: liquefied gas supply line
30: boil-off gas compressor 31: boil-off gas supply line
40: propulsion engine 50: power generation engine
51: boiler 52: generating power supply line
60: power management unit 70: power processing unit
71: switchboard 72: monitoring system
721: power information transmission line 722: power consumption device control line
80: power consumption device 81: cargo transport device
82: cargo hold fan 83: air conditioning system
84: ballasting system 85: additional power consumption line
90: oil storage tank 100: ship
110: hold 111: cargo
120: engine room

Claims (14)

In the gas treatment system mounted on the ship,
A liquefied gas storage tank for storing liquefied gas to be used as fuel for propulsion of the ship;
A power generation engine that consumes the boil-off gas generated in the liquefied gas storage tank;
A power management unit calculating additional power by limiting the power consumption of the ship from the power generated by the power generation engine consuming the boil-off gas; And
A power processing unit for consuming the additional power by controlling the operation of the power consumption device provided in the ship,
The liquefied gas storage tank,
It has a measuring unit that measures the amount of boil-off gas generated inside,
The power generation engine,
In order to stably maintain the internal pressure of the liquefied gas storage tank, operation is controlled according to the amount of boil-off gas measured by the measuring unit,
The power consumption device,
As a device that can be operated even when the ship is at anchor, it is at least one of a cargo transport device for transporting a container and a cargo hold fan provided in a hold in which the container is loaded,
The vessel,
It is a container ship that loads cargo other than the liquefied gas and loads containers as a general merchant ship excluding a liquefied gas carrier, and the power consumption device is the ship among the power generation generated by the boil-off gas generated from the liquefied gas storage tank Gas processing system, characterized in that the gas combustion device or the reliquefaction device is omitted as additional power is consumed excluding the power consumed in the moored state. The method of claim 1, wherein the power processing unit,
The gas processing system, characterized in that receiving the generated power from the power generation engine and transmitting the amount of the generated power to the power management unit. The method of claim 2,
The power management unit transmits the amount of the additional power to the power processing unit,
The power processing unit controls the operation of the power consumption device to correspond to the amount of the additional power delivered from the power management unit. The method of claim 3, wherein the power processing unit,
A switch board receiving the power generation from the power generation engine and transferring additional power to the power consumption device; And
And a monitoring system that receives the amount of generated power from the switchboard and transmits it to the power management unit. The method of claim 4, wherein the power management unit,
And receiving the amount of generated power from the monitoring system and transmitting the amount of additional power to the monitoring system. The method of claim 5, wherein the monitoring system,
And receiving the amount of the additional power from the power management unit and controlling the operation of the power consuming device so that the additional power is transmitted to the power consuming device through the switch board. delete delete The method of claim 1,
Further comprising a boiler that consumes the boil-off gas generated in the liquefied gas storage tank,
The boiler, a gas treatment system, characterized in that the boil-off gas is consumed preferentially than the power generation engine. delete delete delete The method of claim 1,
Gas treatment system, characterized in that it further comprises a propulsion engine for consuming the liquefied gas from the liquefied gas storage tank. A ship comprising the gas treatment system according to any one of claims 1 to 6, 9 and 13.

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