KR102221432B1 - Power generating method using lng carrier - Google Patents

Abstract

A power generation method using an LNG carrier is disclosed. The power generation method using an LNG carrier of the present invention is a method of generating power using a used LNG carrier or a waste LNG carrier in which a large main engine is installed, comprising: connecting a generator to a large main engine; Moving a used LNG carrier or a waste LNG carrier to a power demand destination; And power generation by driving a large main engine, characterized in that a used LNG carrier or a waste LNG carrier is used as a terminal by loading and unloading crude oil or fuel with a loading and unloading system provided on a used LNG carrier or a waste LNG carrier. .

Description

Power generation method using LNG carrier {POWER GENERATING METHOD USING LNG CARRIER}

The present invention relates to a power generation method using an LNG carrier, and more particularly, to a power generation method using an LNG carrier that can be used as a power plant and a terminal by connecting a generator to a main engine provided on a used LNG carrier or a waste LNG carrier. will be.

Power generation facilities installed on land, whether using fossil fuels or nuclear power, can seriously threaten lives to nearby residents installed due to environmental pollution and natural disasters such as earthquakes. 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 or power supply and demand are 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 the mobility and economic feasibility 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 for the movement and installation of facilities constituting the plant in order to build nuclear power plants on the sea because the load of the facilities constituting each plant is very heavy and the volume is large, 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, or 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 dealt with promptly without neglect.

A common treatment method for such ships is to dismantle the ship. 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 to convert a ship into a power generation facility, and since there is no difficulty in securing an installation site because the existing hull can be used, 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 generation method using an LNG carrier that can be used for power generation using a used LNG carrier or a waste LNG carrier, and that can be utilized as a terminal.

According to an aspect of the present invention, there is provided a method for generating power using a used LNG carrier or a waste LNG carrier in which a large main engine is installed, comprising: connecting a generator to the large main engine; Moving the used LNG carrier or the waste LNG carrier to a power demand destination; And generating power by driving the large main engine, wherein the used LNG carrier or the waste LNG carrier is used as a terminal by loading and unloading crude oil or fuel with a loading and unloading system provided on the used LNG carrier or the waste LNG carrier. A power generation method characterized in that it may be provided.

The unloading station system includes: a pipe connecting a plurality of LNG storage tanks to the outside of the hull and serving as a liquid transfer passage; A pump provided inside the hull and pumping the liquid stored in the plurality of LNG storage tanks to the outside of the hull; And a manifold provided on the upper deck and serving as a connection port for the pipe.

The unloading station system may further include at least one loading arm provided on the upper deck.

Further comprising the step of connecting the clutch to the main engine, the used LNG carrier or the waste LNG carrier can be selectively generated or operated by the clutch.

The used LNG carrier or the waste LNG carrier can be additionally generated by providing a plurality of additional power generation units.

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

The used LNG carrier or the waste LNG carrier 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.

An electricity storage device may be provided on the used LNG carrier or the waste LNG carrier to store electricity generated by the generator.

Electricity generated by the generator may be stored by providing a transmission facility in the used LNG carrier or the waste LNG carrier.

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

In addition, the liquid stored in the LNG storage tank can be supplied to ships on land or sea by the loading and unloading system, or the supplied liquid can be stored in the LNG storage tank, which can be utilized as a terminal.

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 speed increaser 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 the present embodiment.
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.
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 biogas facility employed in the power plant shown in FIG. 1.
8 is a view schematically showing the conversion of a used LNG carrier or a waste LNG carrier to the power plant of the present embodiment.
9 is a diagram schematically showing a loading and unloading system employed in the power plant shown in FIG. 8.
10 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 shown in each drawing indicate the same members.

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 work support ship ( offshore support vessels), FPSOs, semi-submersible rigs or jack-up rigs used or contain 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 separately provided in the used or waste propellant. In the present embodiment, the space provided separately may be a space in which the propulsion shaft is separated and secured when the propulsion shaft is separated from the engine room.

In addition, when the propulsion shaft is not separated from the engine room, it may be a space secured by removing the surrounding structures of the main engine, or may be a space secured by installing a separate frame support without removing the surrounding structures 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, a transmission facility 40 provided in the propellant to transmit electricity generated by the generator 20, and , 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 pre-installed in the used propellant may be used as it is, and a plurality of It can be prepared with dogs.

The engine 10 that can be adopted in this embodiment will be described together while explaining an engine provided in a 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 a 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 the above-described used propulsion, is not limited, and may be selectively changed and adopted in consideration of the required power demand and economy.

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 heading to the abandoned docks, and the age of the ships being scrapped is even lowering.

In the case of container ships, the 10-year-old 677TEU-class container ship “Celina” built in 2002 was abolished, and the average ship age for 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 vessels of ultra-large crude oil carriers (VLCCs) of 200,000 DWT or more has fallen below 20 years this year, and the 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 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) that is 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 in order 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 an additional power generation amount 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 heat 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 are capable of producing 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 generate 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 power generation by steam turbine, 50Hz alternating current requires 3,000rpm and 60Hz alternating current requires about 3,600rpm of revolutions per minute.

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 selecting 50 Hz and 60 Hz 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 rotational 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 adjust 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 a 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 not required.

Since the gas turbine engine is applied to modern warships, LNG carriers, and cruise ships, in which light ships of less than 10,000 tons are the mainstream, the aforementioned used warships, used LNG carriers, and used cruise ships can be used as the used propellant of the present 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), such as a steam turbine engine.

v) The dual fuel engine is capable of selectively injecting diesel oil and liquefied gas into the engine to propel ships, and examples include a DFDE (Dual Fuel Diesel Electric) engine and a ME-GI engine.

The DFDE engine uses a method of injecting liquefied gas that vaporized LNG into the engine to obtain power, 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 unreasonable 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 to be described later.

The ME-GI engine is an engine developed to overcome these shortcomings of the DFDE engine. Unlike the DFDE engine, the ME-GI engine is a low-speed engine type that was adopted in general ships. It does not require systems such as generators and motors, and can be applied to large ships as 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 engine in which a nuclear reactor is mounted instead of a boiler in a ship, and is mounted on an icebreaker in the ship.

Ice breakers are ships that are used to make a route by breaking the ice in the water body in frozen waters 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 model has a thruster in the bow, so it is easy to ice-break by removing water from the bottom of the ice surface. There are two types of European type: icebreaking by placing it on the ice surface and icebreaking by colliding the 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. The generator 20 can be directly connected.

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

However, the electric propulsion engine or the DFDE engine has an advantage of reducing the work man-hour and cost required to install a separate generator 20 since 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 produced 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 in the area where the skeg S area and the engine room ER are in contact is watertight, it can be utilized as it is. Furthermore, 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 a 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 place 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 on 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.

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

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.

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

As shown in FIG. 1, the power transmission cable 41 can connect the generator 20 and the transmission tower 42 when the generator 20 is provided in the engine room ER, and additionally 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 the anchor line passes) and a stern tube (cylindrical shape installed on the shaft through the hull and out of 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. can be exemplified. 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 accommodation LQ also has a certain height from the upper deck UD, the transmission cable 41 may be supported by using a wall portion of the accommodation LQ or the like.

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 Figure 1, is provided on the upper deck (UD) and stores the power generated 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 the transmission cable 41 and the transmission tower 42, or the electricity storage device 50 It can also 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 this 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) and the active material passes through the ion exchange membrane. 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 good when the revolution per minute is high, but the propeller is efficient at low revolutions.

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 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, an increaser 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 inside the gearbox 60, and the gear ratio of the plurality of gears is the RPM (revolutions per minute) of the low-speed engine and the rotation speed required by the generator 20. 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 rotational speed required by the generator 20 is 600-1,800rpm, the gear ratio of the gearbox 60 is 1/15th to increase the rotational speed of the main engine by 5 to 15 times to transmit the 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 Conroe 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.

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, it will 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 is provided on the propulsion shaft PS connecting the engine 10 and the reducer RG, as shown in (b) of FIG. 3, to reduce the rotational force output from the engine 10 to the reducer RG. ) Or can be selectively delivered to the generator 20.

In (a) of FIG. 3 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 capable of obtaining, 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 separately from this, the clutch (C) is not connected. The generator 20 may be connected to the engine 10 used as the main engine and installed in the engine room ER. 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 rotation speed of an increaser and a frequency controller for controlling a frequency of a generator when a plurality of engines are provided in the present 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 and the target rotation value for each step output from the microprocessor, each comparison result of 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 is output. 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 at the same time outputs a driving start signal indicating the start of driving of the engine 10 and a driving 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 frequencies of power output from each of the generators 20 or 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 includes 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 the present embodiment, the waste heat recovery system for heating hot water with waste heat of the main engine comprises a jacket cooler, a jacket cooler and a main engine, which 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. 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, and heated with high-temperature coolant. It includes a heat exchanger that heat-exchanges the target liquid.

In addition, the waste heat recovery system using the heat of vaporization may be exemplified by the embodiment shown in FIG. 5.

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.

On the other hand, 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 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 inletter 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 introduction 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 are added to the distilled water produced in the evaporator 92 to drink drinking water. 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 desalinated 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, as shown in FIG. 6B, and a reverse osmosis method for seawater. 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 this embodiment, a double filter media filter 91c provided at the rear end of the seawater inlet unit 91a to adjust the 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. It is necessary to apply pressure to seawater by being connected to a chemical pretreatment unit (91d) and a reverse osmosis module (91b) that injects chemicals into seawater to treat seawater with chemicals before applying pressure to seawater in a reverse osmosis method. 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 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 the used or waste propellant, and as shown in FIG. 7, through the fermentation process unit 121 from marine biomass. Ethanol is produced, and the 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 with reference to FIGS. 1 to 6 may be applied as it is to the embodiments of the drawings to be described later. However, desalination facilities (90, 90a), depending on the size and type of ships or offshore structures selected as used or waste propellants 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 the crude oil refining facility 100, the advanced facility 110, the biogas facility 120, and the like are installed.

8 is a diagram schematically showing a converted used LNG carrier or a waste LNG carrier into the power plant of the present embodiment.

In this embodiment, as shown in FIG. 8, a used LNG carrier or a waste LNG carrier can be converted for power generation.

Engines 10 used as main engines in used LNG carriers include steam turbine engines, diesel engines, electric propulsion engines, dual fuel engines such as ME-GI engines and DFDE engines.

Among them, diesel engines and ME-GI engines are mostly large diesel engines, and the above-described gearbox 60 is required to obtain the rotational speed required to use this main engine for power generation.

As described in FIG. 2, when a used LNG carrier or waste LNG carrier, which was 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. 8, in order to increase the number of revolutions per minute transmitted from the engine 10, which is the main engine, to the generator 20, the gearbox 60 between the engine 10 and the generator 20, which is the main engine, is increased. ).

As for the description related to the gearbox 60, the contents described with reference to FIG. 2 may be applied as it is.

On the other hand, in this embodiment, an electric propulsion engine or a DFDE engine may be adopted as the main engine, and in this case, the generator 20 is advantageous in that the existing facilities such as an electric propulsion engine or a generator and switchboard previously connected to the DFDE engine can be used as it is. There is this.

In this embodiment, all or part of the propulsion shaft PS may be used separately, and the description related to the propulsion shaft PS may be applied as described in FIG. 2.

The generator 20 is connected to the main engine to generate power, and the contents of the generator 20 described in FIG. 2 may be applied as it is.

The additional power generation unit 30, as shown in FIG. 8, may be provided inside the LNG storage tank 160 or on the upper deck UD, and when provided inside the LNG storage tank 160, 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 with reference to FIG. 2 may be applied as it is.

In a used LNG carrier or a waste LNG carrier, as shown in FIG. 8, a plurality of LNG storage tanks 160 are provided, and this LNG tank may be provided as an installation location of the additional power generation unit 30 as described above. have.

In addition, the LNG storage tank 160 may be used as an LNG tank for its original purpose, fuel oil of the main engine or additional power generation engine 31 may be stored, or storage oil including crude oil may be stored. When a diesel engine is used as the main engine, diesel oil may be stored in the LNG storage tank 160, and when LNG is used, LNG may be stored. However, in the case of storing crude oil or diesel oil in the LNG storage tank 160, a heating device such as a coil type may be provided inside the LNG storage tank 160 to prevent the crude oil or diesel oil from solidifying. In this embodiment, the aforementioned fuel oil and storage oil are collectively referred to as storage liquid.

In particular, used LNG carriers and waste LNG carriers are equipped with loading and unloading devices, so after storing crude oil, LNG, or engine fuel oil in the LNG storage tank 160, it can be supplied to land or to ships floating on the sea. have.

In the present embodiment, the loading and unloading system 200, as shown in FIG. 9, connects the LNG storage tank 160 and the outside of the hull and serves as a transfer passage for LNG, and is provided inside the hull. A pump 220 that pumps the liquid stored in the storage tank 160 to the outside of the hull, a manifold 230 provided on the upper deck UD and serving as a connection port for the pipe 210, and the upper deck UD. It may include a loading arm 240 is provided.

The piping 210 of the unloading station system 200 may use the loading piping 211 and the unloading piping 212 previously installed on a used LNG carrier or a waste LNG carrier. However, when a liquid other than LNG, for example, fuel oil such as LPG, MGO, or HFO, or crude oil is stored in the LNG storage tank 160, the previously installed loading pipe 211 and the unloading pipe 212 If used as it is, impurities may be generated due to mixing between different liquids.

This embodiment can solve this problem by loading or unloading the liquids without mixing each other when storing different liquids in the LNG storage tank 160.

For example, when storing LNG and crude oil in the LNG storage tank 160, LNG is stored on the left side and the LNG storage tank 160 on the right side, based on FIG. 9, and the loading and unloading pipes 211 and 212 on the left side. And the loading and unloading pipes 211 and 212 on the right side may be provided as independent pipes, respectively. In addition, although not shown, a plurality of valves are provided in the pipe 210 of the present embodiment.

The pump 220 of the loading and unloading system 200, as shown in FIG. 9, includes a cargo pump 221 and a stripping pump 222 previously installed on a used LNG carrier or a waste LNG carrier. You can use it as it is. However, when pumping liquids other than LNG, pumping may not be performed properly due to the difference in viscosity. Therefore, a separate heating device is provided at the bottom of the LNG storage tank 160 to heat liquids other than LNG. Flow can be smooth.

The manifold 230 of the loading and unloading system 200 may use the manifold 230 previously installed on a used LNG carrier or a waste LNG carrier as it is. That is, in this embodiment, a pair of manifolds 230 may be provided, one each on the port side and the starboard side of the hull. In addition, when the present embodiment is used as a terminal, one pair on the port side of the manifold 230 and a pair, that is, four pieces, may be provided on the starboard side of the manifold 230 so that loading and unloading operations such as LNG or crude oil can be quickly performed.

The loading arm 240 of the unloading and unloading system 200 connects the opponent vessel when loading or unloading a liquid containing LNG to or from the opponent vessel separately from the manifold 230, and the upper deck (UD ), a connection part 242 that connects the present embodiment to the counterpart ship and is formed as a joint, and a flange part 243 connected to the manifold of the counterpart ship.

On the other hand, when remodeling a used LNG carrier for power generation, a clutch (C) is provided between the engine 10 and the propeller as described in (a) or (b) of FIG. 3 to be selective for operation or power generation. It can also be used.

Specifically, when the present embodiment is used for power generation, the clutch C blocks the connection between the engine and the propulsion shaft PS shown in FIG. 3A, and reduces the rotational force of the engine 10 to the generator 20 ).

In addition, in the case of moving the present embodiment to another area on land that requires electric power, the clutch C blocks the shaft connecting the engine 10 and the slave unit 60 shown in FIG. 3A, and the engine It transmits the rotational force of (10) to the propulsion shaft (PS) to rotate the propeller.

On the other hand, in this embodiment, when electric power is required on board while moving to other areas on land, the auxiliary generator or additional power generation unit is not operated, and the rotational force of the engine 10 is transmitted from the clutch C to the generator 20. have.

That is, in this embodiment, the clutch C can transmit the rotational force of the engine 10 to the generator 20 and the propeller at the same time, which provides a plurality of gears inside the clutch C, and the gear ratio of the plurality of gears It can be solved by combining differently.

10 is a state diagram of use of the power plant according to the present embodiment.

In this embodiment, as shown in FIG. 10, 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. can be stored in the storage tank by providing a storage tank in the free space of the ship, and the crude oil, LNG, etc. stored in the storage tank can be used on land. You can supply it to your wife.

In this embodiment, a separate line connected to the manifold 230 (refer to FIG. 8) installed on the hull is provided on the quay wall J, and a line provided on the quay wall J, since it is possible to maintain the state moored on the quay wall J. It is only necessary to additionally install the line connecting the land and the required place on the land.

On the other hand, the present embodiment is more efficient when the power plant P is provided on land, which can use 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 breakdown, etc., it can replace the power plant P and supply power to the power consumer.

In addition, 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.

Further, 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.

As described above, in this embodiment, the power generation by connecting a generator to the main engine provided on a used LNG carrier or a waste LNG carrier can reduce the cost required for the construction of a power plant and shorten the construction time of the power plant. In addition, 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, such modifications or variations will have to belong to the scope of 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 120: biogas facility
160: LNG storage tank 200: loading and unloading system
210: pipe 220: pump
230: manifold 240: loading arm
ER: engine room J: quay wall
LQ: Residence M: Mast
PS: propulsion shaft R: carburetor
RG: reducer S: skeg
UD: upper deck

Claims (9)

As a method of generating power using a used LNG carrier or waste LNG carrier with a large main engine installed,
Connecting a generator to a large main engine previously installed on the used LNG carrier or waste LNG carrier;
Moving the used LNG carrier or the waste LNG carrier to a power demand destination;
Generating power by driving the large main engine; And
Including; storing the generated power or transmitting the power to the land or other ships; Including,
A number of LNG storage tanks are already installed on the used LNG carrier or waste LNG carrier,
The LNG storage tank may store liquid cargo of the same type or different types as the liquid fuel, including liquid fuel to be supplied as fuel for power generation of the large main engine,
The used LNG carrier or the used LNG carrier is a loading station system previously installed on the used LNG carrier or the used LNG carrier or the used LNG carrier by connecting to other ships floating on land or sea, and loading and unloading liquid cargo of the same type or different types stored in the LNG storage tank. Power generation method, characterized in that using the waste LNG carrier as a terminal. The method according to claim 1,
The loading station system,
A pipe connecting the plurality of LNG storage tanks to the outside of the hull and serving as a liquid transfer passage;
A pump provided inside the hull and pumping the liquid stored in the plurality of LNG storage tanks to the outside of the hull; And
Power generation method comprising a manifold provided on the upper deck and serving as a connection port for the pipe. The method according to claim 2,
The loading station system,
Power generation method further comprising at least one loading arm provided on the upper deck. The method according to claim 1,
Further comprising the step of connecting the clutch to the main engine,
Power generation method, characterized in that the used LNG carrier or the waste LNG carrier is selectively generated or operated by the clutch. The method according to claim 1,
Power generation method, characterized in that the additional power generation by providing a plurality of additional power generation units to the used LNG carrier or the waste LNG carrier. The method according to claim 1,
The used LNG carrier or the waste LNG carrier is disposed on the shore or riverside adjacent to the land where power generation and transmission facilities are located, and is connected to the power generation and transmission facilities. The method according to claim 1,
The used LNG carrier or the waste LNG carrier is disposed on the shore or riverside adjacent to the land where the power plant is located, and is connected to the facilities of the power plant. The method according to claim 1,
Power generation method, characterized in that to store electricity produced by the generator by providing an electricity storage device in the used LNG carrier or the waste LNG carrier. The method according to claim 1,
Power generation method, characterized in that by providing a transmission facility in the used LNG carrier or the waste LNG carrier to supply electricity produced by the generator to a demander on land or sea.

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