KR102201252B1 - Power plant using a tanker - Google Patents

Abstract

A power plant using an oil tanker is disclosed. The power generation plant using the oil tanker of the present invention includes a generator connected to a main engine pre-installed on a used oil tanker or a waste oil tanker; A gearbox connected to the main engine and the generator to increase the number of revolutions of the main engine and transmit it to the generator; And a crude oil refining facility installed on the upper deck to refine crude oil.

Description

Power plant using oil tanker {POWER PLANT USING A TANKER}

The present invention relates to a power plant using an oil tanker, and more particularly, to a power plant equipped with a crude oil refining facility that can be used as a power plant by connecting a generator to a main engine provided in a used oil tanker or a waste oil tanker.

Power generation facilities installed on land, whether using fossil fuels or nuclear power, can seriously threaten lives to nearby residents, which are installed due to natural disasters such as earthquakes and inducing environmental pollution, and the recent Nimby phenomenon (though it is in the public interest, It is facing considerable difficulty in securing the installation site due to the selfish behavior of opposing things that are not profitable to the region where it belongs.

Therefore, as for the recent power generation facilities, floating power generation facilities installed on the sea are in the spotlight rather than onshore power generation facilities that have difficulty in selecting an installation site.

Floating power generation facilities are useful facilities in that they can provide power by providing power generation facilities within a short period of time in islands, or countries where power supply and demand for offshore structures is disrupted.

Such floating power generation facilities include floating thermal power generation facilities, floating combined cycle power generation facilities, and floating nuclear power generation facilities.

Among them, floating-type or combined-cycle power generation facilities allow one power generation facility to be installed in one propellant in consideration of mobility and economy of the propellant. The above installation is possible because the size of boilers and gas turbines, which are heat sources of floating-type and combined cycle power generation, are smaller than that of nuclear reactors and auxiliary systems, which are heat sources of nuclear power generation.

Floating nuclear power plants are economical in the movement and installation of facilities constituting the plant in order to build nuclear power plants on the sea because the load of facilities constituting each plant is very heavy and bulky, and the site to be installed is also very wide. However, there are many technical limitations.

On the other hand, large ships such as waste oil tankers, waste container ships, and waste cargo ships among ships that have reached the end of their service life or are severely damaged and can no longer operate can greatly damage the marine environment and discharge a large amount of pollutants. It must be handled promptly without neglect.

A common treatment method for such ships is to dismantle them. In other words, it consists of a method in which an operator climbs a ship with a welding cutter and cuts each part of the ship in a state in which the abandoned ship is pulled to the shore as much as possible.

Unlike the above-described treatment method of ships, used ships or abandoned ships, which have been used in recent years, are sunk in the sea and used as a substitute for artificial fish reefs, or waste ships are used to incinerate waste.

However, this method has a side that does not efficiently use the structure already installed on the ship. Used ships or abandoned ships are equipped with engines used for propulsion or power generation of ships, so if the engine can be used for power generation, the hull of used ships or abandoned ships can be used as it is, minimizing the installation of additional facilities, etc. I can.

In addition, it is possible to minimize the time and cost required for remodeling a ship into a power generation facility, and since there is no difficulty in securing an installation site due to the use of an existing hull, it is possible to generate power using a used ship or an abandoned ship. There is a need for a new alternative.

Korean Patent Registration Publication No. 10-1039080 (Kim Choong-bu) 2011.05.30.

Therefore, the technical problem to be achieved by the present invention is to provide a power plant that can generate power using a used oil tanker or a waste oil tanker, and has a crude oil refining facility.

According to an aspect of the present invention, a generator connected to a main engine pre-installed on a used oil tanker or a waste oil tanker; A gearbox connected to the main engine and the generator to increase the number of revolutions of the main engine and transmit it to the generator; And a power plant using an oil tanker may be provided including a crude oil refining facility provided on the upper deck to purify crude oil.

The crude oil refining facility includes: a base frame spaced apart from the upper deck; A demineralizer provided on the base frame to remove salt contained in crude oil; A heating furnace provided on the base frame to heat the crude oil that has undergone the demineralization; And an atmospheric distillation column provided on the base frame to separate crude oil according to a difference in boiling point.

The crude oil refining facility may further include a vacuum distillation column provided on the base frame to recover gas oil remaining in the crude oil separated through the atmospheric distillation column.

It may further include an upgrade facility provided on the upper deck.

It further includes a clutch provided between the main engine and the gearbox, and the used oil tanker or the waste oil tanker may be selectively generated or operated by the clutch.

It may further include a plurality of additional power generation units provided in the used oil tanker or the waste oil tanker.

The used oil tanker or the waste oil tanker may be disposed on the shore or riverside adjacent to the land where power generation and transmission facilities are located and connected to the power generation and transmission facilities.

The used oil tanker or the waste oil tanker may be disposed on the shore or riverside adjacent to the land where the power plant is located and connected to the facilities of the power plant.

It is provided on the used oil tanker or the waste oil tanker, and may further include an electricity storage device for storing electricity generated by the generator.

The main engine may include a diesel engine or a ME-GI engine.

Embodiments of the present invention, by connecting a generator to a main engine provided on a used oil tanker or a waste tanker to generate electricity, it is possible to reduce the cost required for the construction of the power plant, shorten the construction time of the power plant, and power on land. In the event of a shortage of power supply or a power supply short circuit, power can be supplied quickly.

In addition, crude oil refining facilities are provided on the upper deck, so that crude oil can be purified directly from the sea without the need to secure a separate site, and the refined crude oil can be divided and stored in a crude oil storage tank, thereby improving work efficiency.

1 is a view schematically showing a power plant according to an embodiment of the present invention.
FIG. 2 is a diagram schematically illustrating that a gearbox is added between the engine and the generator in the power plant shown in FIG. 1.
3 is a diagram schematically showing an operation mechanism capable of selectively generating or operating an embodiment of the present invention.
FIG. 4 is a diagram schematically illustrating a rotation speed controller for controlling a rotational speed of a gearbox and a frequency controller for controlling a frequency of a generator when a plurality of engines are provided in this embodiment.
5 is a view schematically showing the use of waste heat from an engine and waste heat from an onshore power plant for regasification of LNG in this embodiment.
6 is a diagram schematically showing a desalination facility employed in the power plant shown in FIG. 1.
7 is a diagram schematically showing a refinery equipment employed in the power plant shown in FIG. 1.
FIG. 8 is a schematic diagram of an advanced facility employed in the power plant shown in FIG. 1.
9 is a diagram schematically showing a biogas facility employed in the power plant shown in FIG. 1.
10 is a view schematically showing a converted used oil tanker or a waste oil tanker into the power plant of the present embodiment.
11 is a use state diagram of the power plant according to an embodiment of the present invention.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the implementation of the present invention, reference should be made to the accompanying drawings illustrating preferred embodiments of the present invention and the contents described in the accompanying drawings.

Hereinafter, the present invention will be described in detail by describing a preferred embodiment of the present invention with reference to the accompanying drawings. The same reference numerals in each drawing indicate the same member.

In this embodiment, the used propellant or waste propellant is an LNG carrier, an oil tanker, a chemical carrier, a container ship, a cruise ship, an LPG carrier, a bulk carrier, a Ro-Ro ship, a Conro ship, a Lofax ship, an icebreaker, a tug boat, an offshore support ship ( offshore support vessels), FPSOs, semi-submersible rigs or jack-up rigs of used or waste propellants.

In addition, in the present embodiment, the waste propellant includes not only a case where the ship is damaged enough to be able to operate, but also a ship that is discarded due to circumstances such as operational difficulties.

Meanwhile, examples of the used propellant or waste propellant in the present embodiment include a semi-submersible rig or a jack-up rig. Strictly speaking, the engine provided in the semi-submersible rig or the jack-up rig is not used for propulsion for navigation, but in this embodiment, the semi-submersible rig or the jack-up rig is moved by the engine provided in the semi-submersible rig or the jack-up rig. Also included as a propellant.

And in this embodiment, the generator may be installed in a space provided separately for the used or waste propellant. In this embodiment, the space provided separately may be a space secured by separating the propulsion shaft when the propulsion shaft is separated from the engine room.

In addition, when the propulsion shaft is not separated from the engine room, the space may be secured by removing the surrounding structure of the main engine, or may be a space secured by installing a separate frame support without removing the surrounding structure of the main engine.

1 is a view schematically showing a power plant according to an embodiment of the present invention.

As shown in this figure, the power plant according to the present embodiment is connected to the engine 10 provided in the used or waste propellant and the engine 10 to generate electricity to use the used or waste propellant as a power plant. The generator 20 to be configured, an additional power generation unit 30 provided in the propellant to generate electricity separately from the generator 20, and a transmission facility 40 provided in the propellant to transmit electricity generated by the generator 20 , It is provided in the propellant and includes an electricity storage device 50 in which electricity produced by the generator 20 is stored.

Hereinafter, for convenience of explanation, a main engine adopted in this embodiment will be described with reference to a used propellant.

When the used propellant is a ship, the engine 10 may be provided in the engine room ER of the stern, as shown in FIG. 1, and the engine 10 already installed in the used propellant may be used as it is, and a plurality of Can be prepared with dogs.

The engine 10 that can be adopted in this embodiment will be described together while describing the engine provided in the used propellant.

In general, a used propellant is provided with a main engine used for propulsion and an auxiliary engine used as power generation or auxiliary power, and the engine 10 to which the generator 20 of the present embodiment is connected may be a main engine.

In addition, the main engine may differ depending on the type of ship being modified or the offshore structure such as semi-submersible rig. For example, when a propellant used is a renovated ship was 210,000m ³ LNG carrier grade, class 300,000dwt tankers, container ships are 4,000TEU, LPG tanker was 80,000m ^3, bulk carriers will be employed in 80,000dwt Society In addition, the main engine may also be an engine mounted on the aforementioned used ship.

However, the size of the ship, which is a used propulsion, is not limited, and may be selectively changed and adopted in consideration of the required power demand and economical efficiency.

In 2012, the number of abandoned ships around the world reached a record high of 59 million DWT. In 2013, ships are expected to be scrapped at last year's scale, and ships that have been built for only 10 years are also heading to the abandoned docks.

In the case of container ships, the 10-year-old 677TEU-class container ship “Celina” built in 2002 was abolished, and the average age of abandoned container ships under 3,000 TEU-class was 19.4 years, down 2.9 years from the previous year. The average age of abandoned ships of less than 3,000 to 8,000 TEU is also lowering by 3.8 years to 20.0 years, and the average age of scrapped ships of ultra-large crude oil carriers (VLCCs) of 200,000 DWT or more has fallen below 20 years this year, and Suezmax class ( 22.8 years) and the average age of abandoned ships of the Aframax class (21.4 years) is also likely to fall below 20 years.

And the types of main engines installed in used propellants include i) diesel engines, ii) steam turbine engines, iii) electric propulsion engines, iv) gas turbine engines, v) dual fuel engines, and vi) nuclear engines.

Hereinafter, each engine used as the main engine will be described.

i) Diesel engines include two-stroke low-speed engines applied to medium/large ships and four-stroke high-speed engines applied to small ships. The rotational power obtained from the main engine is transmitted to the propeller through the propulsion shaft. The efficiency of the main engine is economical when the number of revolutions per minute is high, but the propeller is efficient at low revolutions, so a reduction gear is installed on the propulsion shaft through which power is transmitted. The proper rotation speed of the screw propeller on the merchant ship is 80~150rpm.

However, the direct connection between the main engine and the propeller in the diesel engine is limited to the case where the main engine is a large low-speed engine.

In addition, diesel engines are classified into high speed, medium speed, and low speed according to the number of revolutions per minute (rpm). High-speed engines generally have an upper limit of 3,500 horsepower per unit at around 1,200-2,400 rpm. Small and medium-sized engines have an upper limit of 10,000 horsepower per unit of about 400 to 1,000 rpm, and low-speed engines are designed to match the optimum rotation speed of the propeller from the beginning. All of the large diesel engines are low speed engines and have a rotation speed of 120 rpm or less, and the output per unit is usually between 5,000 and 45,000 horsepower.

In the present embodiment, when a used ship (refer to FIG. 2) propelled by a large diesel engine is converted for power generation, the number of revolutions per minute of the large diesel engine required for power generation is low. Therefore, although it will be described in detail in the description of FIG. 2, a gearbox 60 (see FIG. 2) is further provided between the large diesel engine and the generator 20 to increase the number of revolutions per minute transmitted from the large diesel engine to the generator 20. do.

Among the diesel engines, the four-stroke high-speed engine may be used as the additional power generation engine 31 used to obtain additional power generation in the additional power generation unit 30 to be described later. In addition, the four-stroke high-speed engine used for additional power generation may be utilized or newly installed on a used ship or an abandoned ship.

ii) A steam turbine engine converts the thermal energy of the gas into kinetic energy by hitting a high-temperature and high-pressure gas against a number of rotating blades connected to the shaft to rotate the shaft. Steam turbine engines can generate strong power, and in the case of exceeding 30,000 horsepower per shaft, they are used as main engines of ships because they are advantageous in terms of economy and reliability compared to diesel engines. For example, in the case of LNG carriers, most of the steam turbine engines were used as main engines before the 2000s.

Steam turbine engines applied to commercial vessels produce rotational speeds of 5,000 to 7,000 rpm for high pressure turbines and 3,000 to 5,000 rpm for low pressure turbines. As described above, propellers are highly efficient at low rotational speeds, so when using a steam turbine engine, a 2nd gear reducer or a 3rd gear reducer employing planetary gears is mounted on the propulsion shaft (PS) through which power is transmitted. Serve.

In the case of steam turbine power generation, 50Hz AC power generation requires 3,000 rpm, and 60Hz AC power generation requires about 3,600 rpm.

This embodiment is to generate power using the engine 10 installed on the used propellant, and when the used propellant equipped with a steam turbine engine as the main engine is converted into a power plant, the number of revolutions per minute of the steam turbine engine itself is required for power generation. The number of rotations can be satisfied.

The output frequency (Hz) of an alternator depends on the number of electrodes and the rotational speed. The speed corresponding to a specific frequency is called synchronous speed, and there are some examples in Table 1 below.

Number of electrodes RPM(50Hz) RPM(60Hz) RPM(400Hz) 2 3,000 3,600 24,000 4 1,500 1,800 12,000 6 1,000 1,200 8,000 8 750 900 6,000 10 600 720 4,800 12 500 600 4,000 14 428.6 514.3 3,429 16 375 450 3,000 18 333.3 400 2,667 20 300 360 2,400 40 150 180 1,200

Therefore, when the steam turbine engine is mounted as the engine of the modified used propellant, as shown in FIG. 1, the generator 20 is directly connected to the steam turbine engine mounted as the engine 10 without mounting the reducer RG. You can connect and develop.

Specifically, since the low-pressure turbine produces a rotational speed of about 3,000 to 5,000 rpm, when 50 Hz and 60 Hz are selected as the frequency, the generator 20 can be directly connected to the steam turbine engine without mounting the reducer (RG).

Since the high-pressure turbine produces a rotation speed of about 5,000 to 7,000 rpm, when the frequency is selected as 400 Hz, the generator 20 can be directly connected to the steam turbine engine like a low-pressure turbine. However, when the frequency is set to 50Hz or 60Hz in a high-pressure turbine, a reducer (RG) may be used to match the number of revolutions per minute.

iii) Electric propulsion engines are mounted on LNG carriers or icebreakers and used for propulsion of ships. The electric propulsion engine is used for generating electricity, the electricity produced by the electric propulsion engine is supplied to the propulsion motor, and the propulsion shaft of the ship is connected to the propulsion motor to propel the ship.

As the electric propulsion engine, a four-stroke high-speed engine, a steam turbine engine, or a gas turbine engine may be used.

Since a generator is installed in a used propellant propelled by an electric propulsion engine, there is an advantage in that there is no need to install a separate generator, and the installed equipment can be used as it is.

iv) The gas turbine engine is different from the steam turbine engine described above in that a gas other than steam is used as a working fluid, and a boiler, a nuclear reactor, etc. required in the steam turbine are unnecessary.

The gas turbine engine is applied to modern warships, LNG carriers, cruise ships, etc., in which light ships of less than 10,000 tons are the mainstream, so the above-described used warships, used LNG carriers, and used cruise ships can be used as the used propellant of this embodiment.

In the present embodiment, in the case of retrofitting a used propellant equipped with a gas turbine engine, the generator 20 may be directly connected to the gas turbine engine without a reducer (RG) selectively according to a corresponding frequency (Hz) like a steam turbine engine.

v) A dual fuel engine is capable of selectively injecting diesel oil and liquefied gas into the engine to propel a ship, and examples include a dual fuel diesel electric (DFDE) engine and a ME-GI engine.

The DFDE engine uses a method of generating power by injecting liquefied gas that vaporizes LNG into the engine, and then generating power through a generator to generate propulsion by rotating the motor with this power. In other words, it is an electric propulsion ship, which is different from a ship using a diesel engine or a steam turbine engine.

The DFDE engine is not an engine that converts chemical energy of fuel into mechanical energy, but an engine that rotates a motor (motor) by converting chemical energy into electrical energy.

Therefore, energy loss occurs in the energy conversion process, and the DFDE engine has a disadvantage that it cannot be enlarged as a medium-speed engine, so it is difficult to apply it to general merchant ships (cape size bulk carriers, VLCCs, etc.).

However, in the present embodiment, when a ship equipped with a DFDE engine is retrofitted as the main engine, a generator connected to the DFDE engine is already installed in the ship propelled by the DFDE engine, so that the previously installed generator can be used without installing a separate generator. There is an advantage. On the other hand, the DFDE engine can be operated 100% with only the vaporized liquefied gas itself without diesel oil, unlike the ME-GI engine described later.

The ME-GI engine is an engine developed to overcome this shortcoming of the DFDE engine. Unlike the DFDE engine, the ME-GI engine is a low-speed engine type adopted for general ships. It does not require systems such as generators and motors, and can be applied to large ships because it can produce large-scale output.

In the present embodiment, when a used ship equipped with a ME-GI engine is retrofitted for power generation, the number of revolutions per minute for obtaining the required power generation capacity as described above is insufficient, so that between the generator 20 and the ME-GI engine It is possible to provide a gearbox 60 (see FIG. 2).

vi) A nuclear propulsion engine is a steam turbine or electric propulsion type engine in which a nuclear reactor is mounted instead of a boiler in a ship, and is mounted on an icebreaker in the ship.

An ice breaker is a ship used to make a route by breaking the ice in a water body in a frozen sea covered with ice, and there are two types: inland sea type and ocean type depending on the water body, and the American type and European type depending on the shape. The ocean type is large, and the Russian nuclear icebreaker is a super-large ship of 16,000 tons. The American version has a thruster on the bow, so it is easy to ice ice by removing water from the bottom of the ice surface. There are two types of European type: ice-breaking by placing a player on the ice surface and ice-breaking by colliding a player with the ice surface, and the propulsion is only at the stern.

In this embodiment, in the case of remodeling the icebreaker propelled by a nuclear engine with a used propellant, the number of revolutions per minute required for power generation capacity can be obtained by the nuclear engine itself. As shown in FIG. 1, the nuclear engine without the gearbox 60 The generator 20 can be directly connected.

In this embodiment, as shown in FIG. 1, as the main engine capable of directly connecting the generator 20 to the engine 10 without the gearbox 60, a steam turbine engine, a gas turbine engine, an electric propulsion engine, and a dual Fuel engines include DFDE engines and nuclear engines.

However, the electric propulsion engine or the DFDE engine has the advantage of reducing the work man-hour and cost required to install a separate generator 20 because a generator is already installed in the used propellant itself.

The generator 20, as shown in Fig. 1, can be directly connected to the main engine adopted as the engine 10 without a gearbox 60 (see Fig. 2). In this case, the main engine may be a steam turbine engine, a gas turbine engine, an electric propulsion engine, a DFDE engine, or a nuclear engine as described above.

In this embodiment, the generator 20 may be an alternator, and the frequency of the power generated by the generator 20 may be 60Hz or 50Hz.

In addition, when the generator 20 is connected to the engine 10, all or part of the propulsion shaft PS mounted on the used propellant may be separated. When separating the propulsion shaft (PS), the propulsion shaft (PS) portion of the skeg (S) area and the engine room (ER) adjacent to the skeg (S) are not separated from the entire propulsion shaft (PS). Leaving the) part as it is has an advantage in terms of work efficiency. In this case, since the portion around the propulsion shaft PS of the area where the skeg S area and the engine room ER are in contact is watertight, it can be utilized as it is. Further, since the propulsion shaft PS is provided with a plurality of unit shafts, a flange for connecting the plurality of unit shafts to each other may be used as it is.

The additional power generation unit 30, as shown in FIG. 1, serves to additionally generate power separately from the generator 20 provided in the hull of the used propellant and connected to the main engine. That is, the additional power generation unit 30 is different from the generator 20 described above in that it does not use the main engine provided in a used propellant and used for propulsion.

In this embodiment, the additional power generation unit 30 may be provided inside the hull of a used propulsion body or on the upper deck UD, as shown in FIG. 1. In this embodiment, the installation location of the additional power generation unit 30 is not limited to the above-described example, and the engine room (ER), the bosun store, and the fore peak tank, which is a ballast tank at the front of the ship. ) And the stern tank (after peak tank).

In this embodiment, the additional power generation unit 30 includes an additional power generation engine 31 that provides rotational power required for power generation, and an additional power generator 32 that is connected to the additional power generation engine 31 to generate electricity.

The additional power generation engine 31 may adopt a generator engine previously installed on the used propellant and used for power generation of the used propellant as it is, or a new generator engine other than the used generator engine may be used.

In this embodiment, the additional power generation engine 31 may be provided in the interior of the hull, for example, in the cargo hold, or may be provided in the upper deck UD, as shown in FIG. 1. In addition, a plurality of additional power generation engines 31 may be provided in consideration of the amount of power required in the coastal area or the riverside area on the land in which the present embodiment is arranged.

Furthermore, any one of a diesel engine, a steam turbine engine, and a gas turbine engine may be selected as the additional power generation engine 31 of the present embodiment.

The additional generator 32, as shown in FIG. 1, is connected to the additional power generation engine 31 to generate power separately from the generator 20, and is connected to the additional power generator 32, so the interior or upper deck of the hull It can be provided in (UD).

In this embodiment, the additional generator 32 may be an alternator like the generator 20 described above, and the frequency of the power produced by the generator 20 may be 60Hz or 50Hz.

It is also possible to use a container type generator as the additional generator 32.

And in this embodiment, when the additional power generation unit 30 is provided on the upper deck (UD), since the additional power generation engine 31 and the additional power generator 32 are exposed to the outside, the additional power generation engine 31 and the additional power generator 32 A housing 33 in which) is accommodated may be provided on the upper deck UD.

The power transmission facility 40, as transporting power produced by the generator 20 or the additional generator 32, may be provided in the hull, as shown in FIG. 1.

In this embodiment, the power transmission facility 40 is provided on a transmission cable 41 and an upper deck (UD) that transmits power generated by the generator 20 or the additional generator 32 to a power demand destination on the shore or riverside. It may include a transmission tower 42 supporting the transmission cable 41.

Power transmission cable 41, as shown in Figure 1, when the generator 20 is provided in the engine room (ER), it is possible to connect the generator 20 and the transmission tower 42, additional provided inside the hull The generator 32 or the additional generator 32 provided on the upper deck UD and the transmission tower 42 may be connected.

In addition, the transmission cable 41 is supported by a mast (M, a passage through which an anchor line passes) and a stern tube (cylindrical shape installed at a place where the shaft passes through the hull and exits the hull). Of the tube) through the hole of the generator 20, may be connected to the additional generator 32 or connected to the land. In the present embodiment, the mast M includes a radar mast, a venting mast for discharging gas outboard, and the like.

As shown in FIG. 1, the transmission tower 42 is provided on the upper deck UD to support the transmission cable 41, and may be newly installed on the upper deck UD, or an existing structure provided in a used propulsion body You can also use

Specifically, a mast (M) and a living quarter (LQ) are basically installed in a used propulsion body that is a ship. In the case of a mast, a radar mast, a venting mast, etc. may be mentioned. Since all of them protrude from the upper deck (UD) by a certain height, the number of transmission towers 42 to be newly installed can be reduced by using them.

In addition, since the residence LQ also has a certain height from the upper deck UD, the transmission cable 41 may be supported using a wall portion of the residence LQ.

Further, in the case of a container ship, since a plurality of lashing bridges 140 are provided on the upper deck UD, the lashing bridge 140 may be used as the transmission tower 42.

The electrical storage device 50, as shown in FIG. 1, is provided on the upper deck UD and stores electric power produced by the generator 20 or the additional generator 32. In this embodiment, the power produced by the generator 20 or the additional generator 32 may be directly supplied to a power demander on land or sea through a transmission cable 41 and a transmission tower 42, or the electricity storage device 50 May be stored in. Onshore demand sources can be supplied to homes or industrial complexes in case of blackout or insufficient power supply of onshore power plants, and offshore power demand sources include vessels moored at sea or moored at sea, including crude oil or LNG. Examples include ships or floating offshore structures that load and unload liquefied gas.

In this embodiment, the electricity storage device 50 charges electricity when the power generation amount of the generator 20 or the additional generator 32 is large, and supplies the stored electricity to the customer when the power consumption amount is large, thereby effectively eliminating the gap between supply and demand. Can be filled with

In the present embodiment, the electrical storage device 50 may be selectively applied according to output and capacity. For example, an electrical storage device using a secondary battery, a flow battery (liquid electrolyte is stored in an external tank, and when charging and discharging, the active material flows into the battery through a pump) It is possible to use an electrical storage device and a superconducting magnetic energy storage (SMES) using a battery that causes an oxidation-reduction reaction.

FIG. 2 is a diagram schematically illustrating that a speed increaser is added between the engine and the generator in the power plant shown in FIG. 1.

The engine employed as the main engine in the engine 10 shown in FIG. 2 may be a diesel engine, and may be a low-speed large diesel engine among diesel engines. As described above, the efficiency of the main engine is economical when the rotational speed per minute is high, but the propeller is efficient at a low rotational speed.

In addition, the direct connection between the main engine and the propeller in the diesel engine is limited to the case where the main engine is a large low-speed engine. All of the large diesel engines are low speed engines and have a rotation speed of 120 rpm or less, and the output per unit is usually between 5,000 and 45,000 horsepower.

In the present embodiment, when a used propellant propelled by a large diesel engine is converted for power generation, the number of revolutions per minute of the large diesel engine required for power generation is low. Accordingly, as shown in FIG. 2, in order to increase the number of revolutions per minute transmitted from the large diesel engine to the generator 20, a gearbox 60 is further provided between the large diesel engine and the generator 20.

The gearbox 60 is connected to the engine 10 and converts the power generated from the engine 10 into a required rotational force and transmits it to the generator 20. As shown in FIG. 2, the rear of the engine 10 It may be provided in the engine room (ER) to be disposed on.

In the present embodiment, a plurality of gears that are geared to each other may be provided in the gearbox 60, and the gear ratio of the plurality of gears is the rotation speed required by the generator 20 based on the RPM (revolutions per minute) of the low-speed engine. It can be provided to have.

In general, the rpm of a large diesel engine has a rotation speed of 120 rpm or less. Therefore, when the number of revolutions required by the generator 20 is 600 to 1,800 rpm, the gear ratio of the gearbox 60 is 1/15 to increase the number of revolutions of the main engine by 5 to 15 times to transmit high-speed rotational force to the generator 20. To 1/5.

In this embodiment, the used propellant to which the diesel engine equipped with the gearbox 60 is applied is a container ship, an oil tanker, a chemical carrier, a bulk carrier, an LPG carrier, a cruise ship, a ro-ro ship, a Ropax ship, a cooker ship, an icebreaker ship, Turk boats, offshore support vessels, and FPSOs.

In addition, the generator 20, the additional power generation unit 30, the power transmission facility 40, and the electricity storage device 50 described in the above-described embodiment of FIG. 1 may be applied as it is to the present embodiment.

3 is a diagram schematically showing an operation mechanism capable of selectively generating or operating an embodiment of the present invention.

In this embodiment, a used propellant or a waste propellant is converted and used as a power plant, and may be moored on the shore or along a river, or may be moved to a power demander on land to supply power. In addition, when working at sea, for example, when installing a submarine tunnel or an offshore wind generator, it may be moved to supply power required for the offshore work place.

Therefore, in this embodiment, as shown in (a) and (b) of Fig. 3, the propulsion shaft (PS) already installed on the used or waste propellant is used for propulsion, and the used or waste propellant is operated. If not, it includes a clutch (C) for selectively blocking the power transmitted from the engine 10 to the propeller so that it can be used for power generation.

Clutch (C), as shown in Figure 3 (a), when retrofitting a used propellant equipped with a diesel engine as the engine 10, to be provided on the propulsion shaft (PS) connecting the engine 10 and the propeller I can. Therefore, when it is necessary to operate the used propellant, the rotational force of the engine 10 is transmitted to the propeller by connecting the propulsion shaft (PS) connecting the engine 10 and the propeller, and the used propellant is not operated and used for power generation. The propulsion shaft (PS) connecting the engine 10 and the propeller is blocked so that the rotational force output from the engine 10 is transmitted to the gearbox 60.

In addition, the clutch (C), as shown in (b) of Figure 3, provided on the propulsion shaft (PS) connecting the engine 10 and the reducer (RG) to reduce the rotational force output from the engine 10 to the reducer (RG) ) Or can be selectively delivered to the generator 20.

In Fig. 3 (a) described above, it is difficult to obtain the required power generation capacity with the rotational speed of the engine 10, but the gearbox 60 is provided, but the engine 10 shown in Fig. 3 (b) has a sufficient power generation capacity. Although it has a rotational force that can be obtained, a reduction gear RG is provided between the engine 10 and the propeller in consideration of the efficiency of the propeller.

Therefore, when it is necessary to operate the used propellant, the propulsion shaft PS connecting the engine 10 and the reducer RG is connected so that the rotational force of the engine 10 is transmitted to the propeller, and the used propellant is not operated for power generation. When used, the propulsion shaft PS connecting the engine 10 and the reducer RG is blocked so that the rotational force output from the engine 10 is transmitted to the generator 20.

And in this embodiment, as shown in (a) and (b) of Fig. 3, the clutch (C) may be connected to the engine 10 used for propulsion, and the clutch (C) may not be connected separately. It may be installed in the engine room ER by connecting the above-described generator 20 to the engine 10 used as the main engine. However, the above-described configuration in which the clutch C is not connected and the generator 20 is connected to the main engine is not limited to being installed in the engine room ER, and may be provided inside the hull or the upper deck UD. .

FIG. 4 is a diagram schematically illustrating a rotation speed controller for controlling a rotational speed of a gearbox and a frequency controller for controlling a frequency of a generator when a plurality of engines are provided in this embodiment.

In this embodiment, a plurality of main engines, which are engines 10, may be provided in a used or waste propellant, and each main engine may have different specifications, so a rotation speed control unit that synchronizes the revolutions per minute of each main engine ( 70).

In this embodiment, the rotation speed controller 70 includes a microprocessor that detects a final target rotation value of the engine 10 and a preset target rotation value for each step when information related to the driving and stopping states of the engine 10 is input; By using the final target rotation value output from the microprocessor and the target rotation value for each step, the starting rotation value and the current rotation value of the engine 10, and the target rotation value and the final target rotation value for each step are compared. The speed comparison unit, an acceleration signal for accelerating the rotational speed of the engine 10, a deceleration signal for decelerating the rotational speed of the engine 10, and the rotational speed of the engine 10 from the current rotational value of the engine 10 Comparison of an acceleration/deceleration control unit that outputs a constant speed signal to maintain and simultaneously outputs a drive start signal indicating the start of driving of the engine 10 and a drive end signal indicating the end of the driving of the engine 10, and a speed comparison unit It includes a control unit that determines the acceleration and deceleration ratio of the engine 10 according to the result, and controls the engine 10 to rotate at the target speed and final target speed for each step in response to the determined acceleration and deceleration ratio values. However, the rotation speed control unit 70 is not limited to the above-described example, and may be replaced with another known embodiment.

In this embodiment, since a plurality of additional power generation engines 31 as well as a main engine may be provided, the above-described rotation speed control unit 70 may be applied even when a plurality of additional power generation engines 31 are provided.

In addition, although it is shown in FIG. 4 that the gearbox 60 is provided, the rotation speed controller 70 does not connect the gearbox 60 (see FIG. 2) and provides a plurality of main engines or additional power generation engines 31 It can also be applied if you do.

The frequency control unit 80 serves to synchronize the frequency of the power output from each generator 20 or the additional generator 32 when a plurality of main engines or additional power generation engines 31 are provided.

In this embodiment, the frequency control unit 80 may use a known frequency control means used in the generator 20, for example, the frequency control unit 80 is a governor control unit for adjusting the generator governor, and an output control unit for adjusting the output. Wow, it may include a power supply adjustment unit for adjusting the power supply, the frequency fluctuation width may be controlled within 0.1 Hz.

In addition, the frequency control unit 80 may be applied to a case where a plurality of main engines or additional power generation engines 31 are provided without connecting the gearbox 60 (see FIG. 2 ).

5 is a diagram schematically showing the use of waste heat from an engine and waste heat from an onshore power plant for regasification of LNG in this embodiment.

In the present embodiment, hot water may be heated with waste heat generated from the main engine employed as the engine 10, may be used as vaporization heat used to vaporize a target liquid, or may be supplied to a coastal or riverside consumer.

In this embodiment, the waste heat recovery system for heating hot water with waste heat of the main engine comprises a jacket cooler that cools coolant, which is a heat source that has passed through the main engine by being connected to the main engine through a flow path, and the jacket cooler and the main engine. A pump that is provided in the connecting channel and pumps the coolant, which is a heat source cooled by the jacket cooler, to the main engine, and the hot coolant that has passed through the main engine is provided in the branch channel before flowing into the jacket cooler. It includes a heat exchanger that heat-exchanges the target liquid.

In addition, the waste heat recovery system using the heat of vaporization may take the embodiment shown in FIG. 5 as an example.

Specifically, when the ME-GI engine, which is a dual fuel engine, is used as the engine 10 of the used propellant, LNG can be used as fuel, and in order to use LNG as fuel, a carburetor that vaporizes LNG into NG (natural gas) ( R) is required.

LNG is a cryogenic liquid (-163°C), and the method of vaporizing LNG includes a method of using seawater, a method of using a high temperature gas, a method of using a glycol, and the like. In this embodiment, the high-temperature coolant discharged from the ME-GI engine may be used to vaporize LNG into NG in the heat exchanger by flowing into a heat exchanger before flowing into the jacket cooler.

In addition, when the used propellant is provided in an area adjacent to the onshore power plant, it can be used to vaporize LNG into NG by supplying the waste heat produced from the onshore power plant to the carburetor (R) provided in the used propellant.

Meanwhile, the LNG supplied to the carburetor (R) may be stored in a cargo hold or fuel storage tank provided in a used propellant, or may be supplied from land.

6 is a diagram schematically showing a desalination facility employed in the power plant shown in FIG. 1.

The desalination facility according to the present embodiment may be provided on the upper deck (UD) of a used propellant, and a method in which an evaporation method, a reverse osmosis method, and a method in which the evaporation method and the reverse osmosis method are mixed may be applied.

In this embodiment, an evaporation method may be used as an example, and the desalination facility 90 to which the evaporation method is applied, as shown in FIG. 6A, a seawater injector 91 for introducing seawater into the interior of a used propellant. ), and an evaporator 92 for producing fresh water by condensing the vapor generated by evaporating seawater and collecting the condensed water.

The seawater injector 91 is for forcibly introducing seawater, which is raw water to be fresh water, into the used propellant, and the seawater injector 91 is provided with a liquid forced inlet means such as a pump.

The evaporator 92 produces fresh water by condensing steam generated by evaporating sea water again to collect condensed water, and includes a heat exchange tube and a condenser for evaporating the sea water by exchanging heat with heat supplied from the outside.

In this embodiment, the evaporator 92 may employ a multi-stage flash evaporation (MSF) method in which condensed water is collected by repeating the process of condensing the vapor generated by evaporating sea water several times. In this case, the evaporator 92 has 2 to 3 stages.

In this embodiment, a chlorine gas injector 93 and an evaporator 92 for injecting chlorine gas into the seawater injector 91 to prevent organisms flowing together with seawater from blocking the seawater passage. A chemical pretreatment unit 94 that treats seawater with chemicals by injecting chemicals into the seawater before evaporating the seawater in the evaporator 92, and minerals added to the distilled water produced in the evaporator 92 It may further include a mineral adder 95 tailored to meet the standard.

Meanwhile, in the present embodiment, as shown in FIG. 6B, seawater may be desalized using a reverse osmosis method.

The desalination facility 90a using the reverse osmosis method includes a seawater injector 91a forcibly introducing seawater into the reverse osmosis type seawater desalination plant, and a reverse osmosis method in the seawater, as shown in FIG. 6B. It includes a reverse osmosis module (91b) for producing fresh water by applying pressure.

The reverse osmosis module 91b produces fresh water by applying pressure to seawater in a reverse osmosis method, and includes a reverse osmosis membrane and a membrane pressure vessel.

In addition, in the present embodiment, a double filter medium filter 91c provided at the rear end of the seawater inlet unit 91a to adjust seawater to the required water quality of the reverse osmosis membrane, and a reverse osmosis module 91b provided at the front end of the reverse osmosis module 91b Before applying pressure to the seawater in a reverse osmosis method, it is connected to a chemical pretreatment device (91d) that treats seawater with chemicals by injecting chemicals into the seawater, and the reverse osmosis module (91b), which is necessary to apply pressure to the seawater. A safety filter for protecting the reverse osmosis membrane of the reverse osmosis module 91b and the high pressure pump 91e provided between the high pressure pump 91e supplying pressure and the chemical pretreatment device 91d and the reverse osmosis module 91b. (91f).

7 is a diagram schematically showing a crude oil refining facility employed in the power plant shown in FIG. 1.

The crude oil refining facility 100 according to this embodiment may be provided on the upper deck (UD) of a used or waste propellant, and as shown in FIG. 7, a crude oil storage tank, a desalter, and heating It includes a furnace, an atmospheric distillation apparatus, and a vacuum distillation column.

Crude oil is stored in a crude oil storage tank, and various solids such as salt, iron oxide, and sand are dissolved in the crude oil.

In the present embodiment, when an oil tanker, a chemical carrier, an oil FPSO, or an LPG carrier is used as the used propellant, a storage tank is provided in the tanker or LPG carrier, so it can be used as a crude oil storage tank. In addition, tankers, oil FPSO, and LPG carriers are equipped with various pumps for unloading stored crude oil or LPG, so they can be utilized.

In addition, in the case of converting an LNG carrier or LNG FPSO into a used propellant, an LNG storage tank 160 and various handling pumps are provided, so it can be utilized.

The demineralizer is a device that receives crude oil stored in a crude oil storage tank and removes salt contained in crude oil, and preheats from 170°C to 260°C. At this time, a small amount of opportunity crude is supplied to the demineralizer, and additives such as chemicals and emulsifiers for pH control are injected, and various corrosion inhibitors such as phosphate esters are supplied to prevent device corrosion by acid.

The heating furnace is a device that heats the crude oil and opportunistic crude oil, which is a mixture that has undergone demineralization, to a temperature necessary for atmospheric distillation, that is, 360-380°C. At this time, depending on the distillation of crude oil or the type of product, it is heated to about 340℃.

The atmospheric distillation column is a device that separates crude oil into LPG, naphtha, kerosene, light oil, and bunker oil fractions according to the difference in boiling point, and the crude oil components are separated by using different characteristics to evaporate at a constant pressure and temperature. . That is, it is referred to as an atmospheric distillation column because it is operated at an atmospheric pressure similar to atmospheric pressure by separating the mixed oil by varying the internal temperature and pressure according to the height.

This atmospheric distillation column is composed of about 30 to 40 stages inside, separating the original stream through contact between the liquid component condensed from the upper end and the gaseous component vaporized from the lower end.

On the other hand, the atmospheric distillation column also contains about 3 to 4% of low-boiling-point components contained in opportunistic crude oil to be used by adding a small amount, which also serves to remove these low-boiling-point components.

The vacuum distillation column is operated under vacuum to recover the gas oil remaining in the crude oil separated through the atmospheric distillation column and produce a high boiling point oil.

FIG. 8 is a schematic diagram of an advanced facility employed in the power plant shown in FIG. 1.

The advanced facility 110 is a facility that produces gasoline, kerosene, diesel, and low-sulfur bunker C oil through processes such as processing, decomposition, and desulfurization once again using high sulfur bunker C oil as a raw material.

The upgrade facility 110 according to the present embodiment may be provided on the upper deck (UD) of a used or waste propellant, and includes a heavy oil decomposition process unit and a heavy oil desulfurization process unit, as shown in FIG. 8.

The heavy oil decomposition process unit is a process of producing gasoline, kerosene, and diesel by causing a chemical reaction in high sulfur bunker C oil using hydrogen and a catalyst. In detail, it is divided into hydrocracking and catalytic cracking. Hydrocracking is a process of decomposing heavy oil by adding hydrogen in high temperature and high pressure catalysis, and then making naphtha, kerosene, and diesel, called HOU (Heavy Oil Upgrading). Catalytic catalytic cracking is the production of gasoline and propylene by contacting heavy oil under a high-temperature catalyst.It is called RFCC (Residue Fluidized Catalytic Cracking). RFCC or FCC is not a reaction to add hydrogen, so raw material oil is desulfurized. Must be supplied.

It is a process that removes various impurities contained in the heavy oil desulfurization process unit and high sulfur bunker C oil to produce low sulfur bunker C oil and raw material oil for RFCC or FCC.

In this embodiment, the advanced facility 110 may be applied with a known technology.

9 is a diagram schematically showing a biogas facility employed in the power plant shown in FIG. 1.

The biogas facility 120 according to the present embodiment may be provided on the upper deck (UD) of a used or waste propellant, and as shown in FIG. 9, through the fermentation process unit 121 from marine biomass. Ethanol is produced, and organic waste generated in the ethanol production process is collected to produce methanol through the gasification process unit 122.

The biogas facility 120 according to the present embodiment may include all the configurations of Korean Patent Laid-Open Publication No. 10-2012-0071040 "Bioenergy Production System Using Biomass" filed and published by the present applicant.

The contents described above with reference to FIGS. 1 to 8 may be applied as they are to the embodiments of the drawings to be described later. However, desalination facilities (90, 90a) according to the size and type of ships or offshore structures selected as used or waste propulsion and whether or not the gearbox 60 is installed according to the type of the main engine employed as the engine 10, There is a difference depending on whether a crude oil refining facility 100, an advanced facility 110, a biogas facility 120, or the like are installed.

10 is a view schematically showing a converted used oil tanker or a waste oil tanker into the power plant of the present embodiment.

In this embodiment, as shown in FIG. 10, a used oil tanker or a waste oil tanker can be converted for power generation. In this embodiment, a used oil tanker or a waste tanker includes an oil tanker and a product tanker, and will be described below based on an oil tanker for convenience of description.

Engines 10 used as main engines in used oil tankers, etc. are mostly large diesel engines. Therefore, the above-described gearbox 60 is required to obtain the rotational speed required to use this main engine for power generation.

As described in the description of FIG. 2, when a used oil tanker or waste oil tanker propelled by a large diesel engine or ME-GI engine is converted for power generation, the rotational speed of a large diesel engine or ME-GI engine required for power generation is low.

Therefore, as shown in FIG. 10, in order to increase the number of revolutions per minute transmitted from the main engine, the engine 10, to the generator 20, the gearbox 60 between the main engine, the engine 10 and the generator 20 ).

As for the description of the gearbox 60, the contents described in FIG. 2 may be applied as it is.

The generator 20 is connected to the main engine to generate power, and the contents of the generator 20 described in FIG. 1 may be applied as it is.

As shown in FIG. 10, the additional power generation unit 30 may be provided inside or on the upper deck UD of the crude oil storage tank 130, and when provided inside the crude oil storage tank 130, the external Since it is not affected by the environment, there is no need to provide the housing 33.

For the power transmission facility 40 and the electrical storage device 50, the contents described in FIG. 1 may be applied as it is.

In a used oil tanker or a waste tanker, as shown in FIG. 10, a plurality of crude oil storage tanks 130 are provided, and the crude oil storage tank 130 is provided as an installation location of the additional power generation unit 30 as described above. Can be.

In addition, the crude oil storage tank 130 may be used as a cargo tank in which crude oil, which is the original purpose, is stored, and may be used as a fuel storage tank in which fuel of the main engine or additional power generation engine 31 is stored.

In the present embodiment, when heavy oil (HFO), diesel oil (MDO), bunker C oil, or the like is used as fuel, the aforementioned heavy oil may be stored in the crude oil storage tank 130 and used as fuel.

In addition, a used oil tanker or a waste tanker is equipped with a cargo pump for pumping crude oil and a transfer line for crude oil, so a branch line is provided in the crude oil transfer line, and fuel can be supplied to the main engine or generator engine through this branch line. .

On the other hand, in this embodiment, liquefied gas including LNG, LPG, and CNG can be used as fuel as the fuel of the main engine or generator engine. Of these, LNG is a cryogenic liquid, so LNG is used in the pre-installed crude oil storage tank 130. If stored immediately, the crude oil storage tank 130 may be brittle and destroyed.

Accordingly, in this embodiment, a separate tank in which LNG is stored may be provided inside the crude oil storage tank 130, and the LNG tank may include a membrane-type LNG tank and an independent LNG tank.

Membrane-type LNG tanks have a primary barrier and a secondary barrier made of Invar steel (36% Ni) with a thickness of 0.5 to 0.7 mm in two layers on the inner surface of the hull. However, it is installed so that the primary sealing wall is located on the side of the LNG and the secondary sealing wall is located on the inner side of the hull, thereby double wrapping the LNG.

In this embodiment, after separating the membrane type LNG storage tank installed on the LNG carrier from the hull, the separated membrane type LNG storage tank may be provided inside the crude oil storage tank 130.

As a standalone LNG tank, an IMO type B tank can be used. That is, in order for the LNG fuel tank to be attached to and detached from the inside of the crude oil storage tank 130, it is preferable that it is an independent tank, and among various types of independent tanks, the hull protection means is 2 below the tank (between the tank and the inner bottom of the hull). It is particularly preferred that an IMO type B tank installed as a vehicle barrier is used.

In particular, in this embodiment, at least one of the LNG fuel tank and the heavy oil fuel tank is provided in a cartridge type and can be detached from the inside or the upper deck (UD) of the crude oil storage tank 130, and can be replaced with another type of fuel tank. . In addition, according to the present embodiment, the number of LNG fuel tanks and the number of heavy oil fuel tanks mounted inside the crude oil storage tank 130 or on the upper deck UD can be adjusted according to the amount of fuel used. In addition, the contents related to the detachable fuel tank are disclosed in Korean Patent Publication No. 10-2011-0046944 (2011.05.06) and Korean Registered Patent Publication No. 10-0961868 (2010.05.31) filed and published by the present applicant. The disclosed content may be employed.

In addition, since a loading and unloading system is provided in a used oil tanker or a waste tanker, the crude oil or engine fuel oil may be stored in the crude oil storage tank 130 and then supplied to land or to a ship floating on the sea.

In this embodiment, the loading and unloading system connects the tank to the outside of the hull, and is provided in the upper deck (UD), a pipe that serves as a liquid transfer passage, a pump provided inside the hull to pump the liquid stored in the tank to the outside of the hull. It includes a manifold serving as a connection port of a pipe, and the crude oil stored in the crude oil storage tank 130 can be supplied to a ship floating on land or sea through such a loading and unloading system.

On the other hand, a used chemical carrier uses a large diesel engine or a ME-GI engine as a main engine like a used oil tanker, so the above-described content related to a used oil tanker can be applied to the case of remodeling a used chemical carrier for power generation. However, used chemical carriers differ in that a chemical storage tank is provided instead of a crude oil storage tank.

On the other hand, when remodeling a used oil tanker for power generation, a clutch C may be provided between the engine 10 and the propeller as described in (a) of FIG. 3, and may be selectively used for operation or power generation.

This embodiment may further include a crude oil refining facility and an advanced facility provided on the upper deck UD to refine crude oil.

The crude oil refining facility may include all of the configurations described in the description of FIG. 7. However, in this embodiment, in order to use the loading line and unloading line of crude oil previously installed on the upper deck as it is, the above-described demineralizer, heating furnace, atmospheric distillation column, A vacuum distillation column can be provided.

In addition, in this embodiment, since the size of the crude oil refining facility is large, the used oil tanker or the waste tanker on which the crude oil refining facility is provided may be of VLCC or higher.

Furthermore, since the present embodiment includes the crude oil storage tank 130, the crude oil storage tank may be used not only for storage of crude oil, but also for storing LPG, naphtha, kerosene, diesel oil, bunker oil, etc. purified in a crude oil refining facility. have.

The advancement facility may also include all of the above-described configurations of FIG. 8, and may be provided on a base frame spaced apart from the upper deck like a crude oil refining facility.

11 is a state diagram of use of the power plant according to this embodiment.

In this embodiment, as shown in FIG. 11, when the power plant P provided on land and the offshore quay wall J adjacent to the power plant P provided on land fail or stop operating, the produced in this embodiment Electric energy can be quickly supplied to power demand.

In this embodiment, the power plant P may include a nuclear power plant, a thermal power plant, or a combined cycle power plant, and the combined cycle power plant may use LNG or diesel as fuel.

In this embodiment, a pre-installed storage tank may be used, or crude oil, engine fuel, LNG, etc. may be stored in the storage tank by providing a storage tank in the free space of the hull, and crude oil, LNG, etc. stored in the storage tank may be stored on land. It can be supplied to the customer.

In this embodiment, a separate line connected to the manifold installed on the hull is provided on the quay wall (J), and the line provided on the quay wall (J) is connected to the required location on land. You only need to install additional lines on land.

In addition, since a cargo pump for unloading crude oil is installed in a used oil tanker or a waste oil tanker to which the present embodiment is applied, it is possible to pump and supply crude oil or fuel to a required destination on land using this cargo pump.

On the other hand, this embodiment is more efficient when the power plant P is provided on land, which allows the use of the power grid of the power plant P provided on land as it is, thereby reducing the cost and time required for the construction of the power grid. This is because, when the power plant P is unable to operate due to a failure, etc., it can replace the power plant P and supply power to the power consumer.

Furthermore, the present embodiment may be applied even when there is no power plant P on land, and may be disposed on a riverside, not limited to the coast. In addition, the present embodiment may be used for supplying power or fuel to an offshore terminal or offshore work place, for example, to install an offshore tunnel or offshore wind generator.

In this embodiment, crude oil may be purified using a crude oil refining facility and an advanced facility provided on the upper deck, and purified LPG, diesel, kerosene, etc. may be divided and stored in a crude oil storage tank.

As described above, in the present embodiment, the power generation by connecting a generator to a main engine provided on a used oil tanker or a waste oil tanker can reduce the cost required for the construction of the power plant, and the drying time of the power generation facility can be shortened. Power can be supplied quickly in the event of a shortage of power or a power supply short circuit accident on land.

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

10: engine 20: generator
30: additional power generation unit 40: transmission equipment
50: electrical storage device 60: gearbox
70: rotation speed control unit 80: frequency control unit
90: desalination facility 100: crude oil refining facility
110: advanced facility 120: biogas facility
130: crude oil storage tank ER: engine room
J: Quay LQ: Residence
M: mast PS: propulsion shaft
R: carburetor RG: reducer
S: Skeg UD: Upper deck

Claims (10)

In the power plant provided by remodeling a used oil tanker or a waste oil tanker,
A main engine for propulsion pre-installed on the used oil tanker or waste oil tanker;
A generator connected to the main engine for propulsion;
A gearbox connected to the main engine and the generator to increase the number of revolutions of the main engine and transmit it to the generator; And
A power plant using an oil tanker including a crude oil refining facility installed on the upper deck to refine crude oil. The method according to claim 1,
The crude oil refining facility,
A base frame spaced apart from the upper deck;
A demineralizer provided on the base frame to remove salt contained in crude oil;
A heating furnace provided on the base frame to heat the crude oil that has undergone the demineralization; And
A power plant using an oil tanker provided on the base frame and comprising an atmospheric distillation column for separating crude oil according to a difference in boiling point. The method according to claim 2,
The crude oil refining facility,
A power plant using an oil tanker further comprising a vacuum distillation tower provided on the base frame and recovering the gas oil remaining in the crude oil separated through the atmospheric distillation column. The method according to claim 1,
A power plant using an oil tanker further comprising an upgrade facility provided on the upper deck. The method according to claim 1,
Further comprising a clutch provided between the main engine and the gearbox,
Power generation plant using an oil tanker, characterized in that the used oil tanker or the waste tanker is selectively generated or operated by the clutch. The method according to claim 1,
A power plant using an oil tanker further comprising a plurality of additional power generation units provided on the used oil tanker or the waste oil tanker. The method according to claim 1,
The used oil tanker or the waste oil tanker is a power plant using an oil tanker, characterized in that it is arranged on the shore or riverside adjacent to the land with power generation and transmission facilities and connected to the power generation and transmission facilities. The method according to claim 1,
The used oil tanker or the waste oil tanker is a power plant using an oil tanker, characterized in that arranged on the shore or riverside adjacent to the land where the power plant is located and connected to the facilities of the power plant. The method according to claim 1,
A power plant using an oil tanker further comprising an electricity storage device provided on the used oil tanker or the waste oil tanker and storing electricity generated by the generator. The method according to claim 1,
The main engine is a power plant using an oil tanker including a diesel engine or a ME-GI engine.

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