KR20160009182A - A floating offshore structure and a management method for the same - Google Patents

Abstract

The present invention relates to a floating offshore structure and a management method thereof. The floating offshore structure of the present invention comprises a manifold which sets a first specification for operation as an LNG carrier and sets a second specification for operation as an LNG FSRU, includes a manifold including the first specification and the second specification different from the first specification, and sets an LNG carrier mode for the manifold to be controlled by the first specification and an LNG FSRU mode for the manifold to be controlled by the second specification, and controlling of the manifold is converted between the first specification and the second specification according to mode selection. The floating offshore structure and the management method thereof according to the present invention can reduce manufacturing costs significantly and can improve management stability and efficiency, by being manufactured in a structure including the specification of the LNG carrier and the specification of the LNG FSRU, by being able to realize the LNG carrier and the LNG FSRU with one structure, and by being fitted to the specification for management of the LNG carrier or to the specification for management of the LNG FSRU.

Description

A floating offshore structure and a management method for the same,

The present invention relates to a marine floating facility and a method of operation thereof.

Recently, as the oil price surge and the seriousness of environmental pollution become global issues, the development of fuels that can reduce pollution and increase fuel efficiency can be continued by replacing the existing fuel such as heavy oil or kerosene.

Among the fuels developed in recent years, LNG (Liquefied Natural Gas) is widely used because it has low pollution and high fuel efficiency. For example, in the case of an engine mounted on a ship, an engine (high-pressure gas fuel engine: ME-GI, etc.) capable of generating power by being driven by LNG has been developed.

In general, liquefied natural gas is a clean fuel and its reserves are known to be richer than petroleum, and its use is rapidly increasing as mining and transportation technology develops. This liquefied natural gas is generally stored in a liquid state at a temperature of -162 ° C. or below under a pressure of 1 atm of the main component of methane (CH 4). The volume of the liquefied methane is 600 minutes of the gaseous methane volume And the specific gravity is 0.42, which is approximately one half of the specific gravity of crude oil.

An LNG carrier for transporting liquefied natural gas along a predetermined route has a cargo tank for storing liquefied natural gas. The cargo tank has an insulating wall using stainless steel or the like, so that heat from the outside is supplied to the liquefied natural gas It blocks things.

These LNG carriers deliver liquefied natural gas from offshore installations installed at the drilling point of liquefied natural gas, deliver liquefied natural gas to the regasification facility installed on the land, and re- , It transfers the liquefied natural gas to the customer by changing the state of the liquefied natural gas at the temperature and the pressure required by the customer demanded on the land.

However, since the above-described regeneration facilities are fixedly installed on the land, there is a disadvantage that the regeneration facilities must be individually provided in the vicinity of the customer for each demand. Recently, LNG FSRU (Floating Storage Regasification Unit) has been used, which is floated on the sea and can be moved. The LNG FSRU is anchored onshore and processes liquefied natural gas that is delivered from an LNG carrier for a period of time to supply it to the customer.

In this case, both LNG carrier and LNG FSRU should be used basically in the process of drilling liquefied natural gas and delivering it to the customer. Because LNG carrier and LNG FSRU are both expensive, LNG carrier and LNG FSRU There is a problem that the cost of the liquefied natural gas is increased.

It is an object of the present invention to provide an LNG carrier and an LNG FSRU which can be selectively driven by converting the mode into an LNG carrier or an LNG FSRU. , It is possible to implement both the LNG carrier and the LNG FSRU in one facility, thereby minimizing the manufacturing cost, maximizing the efficiency of operation, and reducing the cost of liquefied natural gas. .

It is also an object of the present invention to set a first specification including an internal combustion engine, a manifold, a safety valve opening / closing pressure of the cargo tank, a normal pressure of the cargo tank, and a level alarm standard of the cargo tank, The second specification including the safety valve opening / closing pressure of the internal combustion engine, the manifold, the cargo tank, the normal pressure of the cargo tank, and the level alarm standard of the cargo tank is set for driving the LNG FSRU, 1 specification and a second specification set for driving the LNG FSRU, so as to enable a mode conversion to an LNG carrier and an LNG FSRU, and a method of operating the same.

The marine floating system according to an embodiment of the present invention sets a first specification for driving to an LNG carrier, sets a second specification for driving to an LNG FSRU, and the first specification and the first specification And an LNG FSRU mode for allowing the manifold to be controlled by the second specification, and an LNG carrier mode in which the manifold is controlled by the second parameter, And control of the manifold is switched between the first specification and the second specification according to the mode selection.

Specifically, the manifold includes a plurality of liquid lines for transporting LNG in a liquid state; And at least one gas line for transporting gaseous LNG.

Specifically, the first specification means opening of the plurality of liquid lines and the entire at least one gas line, and the second specification means opening of the plurality of liquid lines and opening of the at least one gas line . ≪ / RTI >

Specifically, the first specification means the opening of four liquid lines and one gas line, and the second specification may mean the opening of two liquid lines and one gas line .

Specifically, the opening degree of the flow control valve provided in the manifold may be varied according to the mode selection of the manifold.

Specifically, when the LNG carrier mode is selected, the LNG carrier functions as an LNG carrier for transporting the LNG along the predetermined route. When the LNG FSRU mode is selected, the LNG FSRU is anchored for landing on the land, can do.

A method for operating a marine floating facility according to an embodiment of the present invention is a method for operating a marine floating facility having a manifold for selective operation with an LNG carrier or an LNG FSRU, 1 < / RTI > specification and setting a second specification for driving to the LNG FSRU; Establishing an LNG carrier mode in which the manifold is controlled by the first source and an LNG FSRU mode in which the manifold is controlled by the second source; Receiving the LNG carrier mode or the LNG FSRU mode; And switching the control of the manifold between the first specification and the second specification in accordance with the mode selection.

Specifically, the manifold includes a plurality of LNG lines, and switching the control of the manifold according to the mode selection may block at least a part of the plurality of LNG lines.

Specifically, the step of switching the control of the manifold according to the mode selection may vary the LNG flow amount by the manifold.

The marine floating facility and its operating method according to the present invention are designed to include both the specifications of the LNG carrier and the specifications of the LNG carrier and are adapted to the specifications for driving the LNG carrier according to the mode change by the user, Or LNG FSRU, so that the LNG carrier and the LNG FSRU can be implemented as a single facility. Therefore, the manufacturing cost can be greatly reduced, and operational stability and efficiency can be improved.

Further, the marine floating facility and its operating method according to the present invention include the safety valve opening / closing pressure of the internal combustion engine, the manifold, the cargo tank, the normal pressure of the cargo tank, and the level alarm standard of the cargo tank for driving to the LNG carrier A manifold, a safety valve opening / closing pressure of the cargo tank, a normal pressure of the cargo tank, and a level alarm standard of the cargo tank for driving the LNG FSRU. And a second specification set for driving the LNG FSRU, wherein the first specification is set for driving the LNG carrier and the second specification is set for the operation of the LNG FSRU. Control can be automatically converted to specification for driving LNG carriers or specifications for driving LNG FSRU, thereby maximizing efficiency in terms of operation The satisfaction can be greatly improved.

1 is a side view of a marine floating facility in accordance with the present invention.
2 is a conceptual view of a marine floating facility according to the present invention.
3 is a view showing a cargo tank of a marine floating facility according to the present invention.
4 and 5 are views showing an internal combustion engine of a marine floating facility according to the present invention.
6 and 7 are views showing a manifold of a marine floating facility according to the present invention.
FIG. 8 is a conceptual view of a facility of a marine floating facility according to the present invention.
9 is a flowchart of a method of operating a marine floating facility according to the first embodiment of the present invention.
10 is a flowchart of a method of operating a marine floating facility according to a second embodiment of the present invention.
11 is a flowchart of a method of operating a marine floating facility according to a third embodiment of the present invention.
12 is a flowchart of a method of operating a marine floating facility according to a fourth embodiment of the present invention.
13 is a flowchart of a method of operating a marine floating facility according to a fifth embodiment of the present invention.
14 is a flowchart of a method of operating a marine floating facility according to a sixth embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a side view of a marine floating facility according to the present invention, FIG. 2 is a conceptual view of a marine floating facility according to the present invention, and FIG. 3 is a view showing a cargo tank of a marine floating facility according to the present invention.

4 and 5 are views showing an internal combustion engine of a marine floating facility according to the present invention, and Figs. 6 and 7 are views showing a manifold of a marine floating facility according to the present invention, And the like.

1 to 8 are diagrams that can be applied to all of the first to sixth embodiments of the present invention. However, FIG. 5 shows the second embodiment of the present invention. In FIG. 7, 3 < / RTI > embodiment.

Hereinafter, the first embodiment of the present invention will be described with reference to Figs. 1 to 8, and other embodiments will be described with reference to Figs. 1 to 8. Fig.

1 to 8, a marine floating facility 1 according to a first embodiment of the present invention sets a first specification for driving to an LNG carrier, and a second specification for driving to an LNG FSRU . The marine floating facility 1 of the present invention can be driven by an LNG carrier or by an LNG FSRU, which can be selectively converted.

Conventionally, LNG carrier and LNG FSRU have to be provided to transport and unload LNG, respectively. However, the present invention can replace LNG carrier and LNG FSRU at the same time, The cost can be greatly reduced.

However, specifications to be driven by LNG carrier and specifications to be driven by LNG FSRU may be different. As for the specification, a difference may occur in, for example, the driving of the internal combustion engine 20, the amount of LNG flow of the manifold 30, etc., as will be described later in detail.

Therefore, the marine floating facility 1 of the present invention has a facility for covering both the specifications of the LNG carrier and the specifications of the LNG FSRU. For this purpose, the first specification for the LNG carrier and the second specification for the LNG FSRU Can be set.

The marine floating facility (1) may have facilities covering both the first specification and the second specification different from the first specification. For example, if the first specification drives four engines and the second specification drives three engines, the marine floating facility 1 of the present invention may include four engines to satisfy the first specification All the engines are driven, and when it is necessary to satisfy the second specification, only three engines can be driven.

The marine floating facility 1 of the present invention can set an LNG carrier mode in which the facility is controlled by the first specification and an LNG FSRU mode in which the facility is controlled by the second specification. In this case, control of the facility may be switched between the first specification and the second specification depending on the mode selection.

In other words, as described above, when the engine is an engine, all of the four engines can be driven when the engine is in the LNG carrier mode, and only three engines can be driven when the engine is in the LNG FSRU mode. That is, whether the engine is operated or not can be determined according to the mode selection.

In this case, the facility may include various devices in addition to the engine described above. Specifically, the facility includes a cargo tank 10, an internal combustion engine 20, a manifold 30, a regeneration unit 40, a normal pressure regulating unit 50, a safety valve 60, a level alarm unit 70, And the like.

The manifold 30 is configured to deliver the LNG stored in the cargo tank 10 to the regeneration apparatus 40 or the customer 2. The internal combustion engine 20 is configured to generate power through consumption of fuel.

The normal pressure regulating unit 50 is configured to maintain the internal pressure of the cargo tank 10 within the normal pressure range and the safety valve 60 is provided in the cargo tank 10 to regulate the internal pressure of the cargo tank 10 The level alarm unit 70 senses the level of the cargo tank 10 and responds to the level of the cargo tank 10. The level alarm unit 70 detects the level of the cargo tank 10 and protects the cargo tank 10 when the predetermined pressure And the level of the cargo tank 10 is indicated to the operator (which means the person or the like who operates the marine floating facility 1 and may be at least one person) by generating an alarm.

It is the second embodiment that the facility is limited to the internal combustion engine 20 and that the facility is limited to the manifold 30 is the third embodiment and that the facilities are limited to the normal pressure regulating part 50, Yes.

It is the fifth embodiment that is limited to the safety valve 60 and the sixth embodiment that the facility is limited to the level alarm unit 70. [ Therefore, the contents of the case where the facility is the internal combustion engine 20 or the like will be described in detail in the process of explaining another embodiment.

The cargo tank 10 that can be included in the facility is a facility for storing LNG. The cargo tank 10 may be a stand-alone type or a membrane type, or may have various other structures.

The LNG in the cargo tank 10 is vaporized and boil off gas (BOG) is generated as heat is infiltrated from the outside at this time.

When the evaporation gas is generated inside the cargo tank 10, the internal pressure of the cargo tank 10 increases as the liquid LNG having a volume of 1/600 changes to the evaporation gas as compared with the case of the gas state . Therefore, it is important that the cargo tank 10 is designed so as to have sufficient durability in anticipation of the generation amount of the evaporation gas.

However, when the marine floating facility 1 of the present invention is to be driven by the LNG carrier, the pressure that the cargo tank 10 must withstand and the pressure that the cargo tank 10 must withstand when it is driven by the LNG FSRU may be different from each other have. At this time, the maximum internal pressure of the cargo tank 10, which can allow the cargo tank 10 to be protected from damage, can be regarded as the design pressure of the cargo tank 10.

The marine floating facility 1 of the present invention can be used in the LNG carrier mode and the LNG FSRU mode so that the damage of the cargo tank 10 can be prevented in both of the above modes. The cargo tank 10 can be provided with a relatively large design pressure among the design pressure of the cargo tank 10 for driving to the LNG carrier and the design pressure of the cargo tank 10 for driving the LNG FSRU have.

Specifically, the cargo tank 10 is designed to have a design pressure of 0.1 to 0.3 bar (preferably 0.25 bar) of the cargo tank 10 for driving to the LNG carrier and a design of the cargo tank 10 for driving the LNG FSRU (Preferably 0.7 bar), which is a relatively large design pressure, from 0.5 bar to 0.8 bar (preferably 0.7 bar). In this specification, bar can be used as a unit for indicating the difference when compared with atmospheric pressure. That is, 0.5 bar means that the pressure is higher than atmospheric pressure by 0.5 bar, and when it is compared with vacuum, it is practically 1.5 bar.

In this case, even if the marine floating facility 1 of the present invention is driven by the LNG carrier or driven by the LNG FSRU in accordance with mode switching, it is possible to withstand the rise of the internal pressure of the cargo tank 10 have.

The reason why the cargo tank 10 has a larger design pressure among the design pressure corresponding to the first specification and the design pressure corresponding to the second specification is that the design pressure is a fixedly assigned value according to each structure. That is, one design pressure can be assigned to the cargo tank 10 that has been manufactured, and the design pressure of the cargo tank 10 does not change unless the structure of the cargo tank 10 is completely changed.

Therefore, in the present embodiment, the design pressure of the cargo tank 10 is not changed according to the mode selection, but the cargo tank 10 is designed to have a sufficient size so that both the LNG carrier mode and the LNG FSRU mode can be smoothly implemented The design pressure can be obtained. However, this is different from the switching of the internal combustion engine 20 or the like to be described in the second to sixth embodiments.

The regasification device 40, which may be included in the facility, is a configuration for regenerating the LNG. The LNG may be an LNG discharged from the cargo tank 10 and the LNG may be delivered to the regasification apparatus 40 by the pump 11 and the manifold 30.

The regeneration device 40 has a configuration for lifting the LNG to a temperature required by the consumer 2 and delivering it to the consumer 2. As shown in FIG. 2, one side of the regasification device 40 is connected to the cargo tank 10 ) And the other side can be connected to the customer (2).

At this time, the customer 2 may be a customer 2 installed on the land or an internal combustion engine 20 installed inside the floating facility 1. However, when the customer 2 is located on the shore, the regasification apparatus 40 can be operated only when the marine floating facility 1 is driven in the LNG FSRU mode, and when the marine floating facility 1 is the LNG Operation may be interrupted when running in carrier mode. That is, the regasification apparatus 40 is stopped when the LNG carrier mode is selected, and can be activated when the LNG FSRU mode is selected.

This is because the main purpose of the LNG carriers is to transport LNG from a certain point to another point in a liquid state without causing a change in the state of the LNG. Of course, when the LNG carrier includes the internal combustion engine 20 driven by the LNG, the regenerator 40 may be operated to regenerate the LNG and supply it to the internal combustion engine 20.

The regenerator 40 may use external heat or various heat sources such as glycol water, seawater, engine exhaust, engine cooling water, and other waste heat. The present invention can be applied to the structure of the regenerator 40, The principle, the type of heat source used in the regeneration, and the like.

In order for the marine floating equipment 1 to be switched to the LNG carrier mode or the LNG FSRU mode, the marine floating equipment 1 may include a mode changeover switch 80. At this time, the mode changeover switch 80 may be a switch that can be easily operated by a worker of the marine floating facility 1, such as a toggle switch or a button switch, or a program for electronically generating an electric signal through a computer or the like As shown in FIG.

However, the mode changeover switch 80 is for switching the facilities of the marine floating facility 1 from the first specification to the second specification, or from the second specification to the first specification, so that the specification change of the facility becomes unnecessary In order to prevent wasting of electric power or the like, it may be provided at a position for restricting access by an operator or may be provided in a form for restricting an operation of a worker.

The first specification that can be set in the present invention is for driving to the LNG carrier and includes the number of movable or moving loads of the internal combustion engine 20, the opening and closing pressure of the safety valve 60, An operating reference of the level alarm unit 70, and an LNG flow amount of the manifold 30. [

The second specification that can be set in the present invention is for driving to the LNG FSRU and includes a number of movable or moving loads of the internal combustion engine 20, an opening and closing pressure of the safety valve 60, An operating reference of the level alarm unit 70, and an LNG flow amount of the manifold 30. [

However, the first specification and the second specification may be different from each other. Of course, some of the first specification and the second specification may be the same. The first and second specifications described above can be further increased or decreased according to the type of facilities installed in the floating facility 1. That is, the first and second specifications of the present invention are not limited to those described above.

As described above, the floating facility of the present invention is configured such that the facility is driven by the first specification or driven by the second specification according to the mode selection after setting the first specification and the second specification, and more specifically, the LNG carrier mode is selected The LNG carrier can function as an LNG carrier that transports LNG along a predefined route. When the LNG FSRU mode is selected, the LNG carrier can function as an LNG FSRU that anchors the LNG to the customer 2 for a predetermined period of time.

That is, the marine floating facility 1 of the present invention is equipped with all facilities capable of being driven by an LNG carrier and has all the facilities that can be driven by the LNG FSRU, and the LNG carrier mode or the LNG FSRU mode is selected , It is possible to replace the LNG carriers and LNG FSRU at the same time by changing the specifications of the facilities so that they can function as LNG carriers or LNG FSRUs. Therefore, the marine floating facility 1 of the present embodiment has the effect of minimizing the cost of delivering the LNG from the borehole to the customer 2 when the LNG carrier and the LNG FSRU are separately provided .

9 is a flowchart of a method of operating a marine floating facility according to the first embodiment of the present invention.

9, a method of operating the marine floating facility 1 according to the first embodiment of the present invention includes the operation of a marine floating facility 1 having a facility for selective driving by an LNG carrier or an LNG FSRU A method, comprising: establishing a first source for driving to an LNG carrier and establishing a second source for driving to an LNG FSRU (Sl 10), an LNG carrier mode in which the facility is controlled by the first source, The method comprising: setting (S120) an LNG FSRU mode in which the facility is controlled by the second specification (S120); selecting the LNG carrier mode or the LNG FSRU mode (S130) And switching between the specification and the second specification (S140).

In step S110, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. The first specification and the second specification may be different from each other, and the first specification may include the number of movable or moving loads of the internal combustion engine 20 for driving the LNG carrier, the opening and closing of the safety valve 60 for driving the LNG carrier Pressure, the normal pressure of the cargo tank 10 for driving to the LNG carrier, the operating standard of the level alarm unit 70 for driving to the LNG carrier, the LNG flow quantity of the manifold 30 for driving to the LNG carrier And so on. The second specification also includes the number of movable or running loads of the internal combustion engine 20 for driving the LNG FSRU, the opening and closing pressure of the safety valve 60 for driving the LNG FSRU, the opening / closing pressure of the cargo tank 10 for driving the LNG FSRU The operating pressure of the level alarm unit 70 for driving the LNG FSRU, the LNG flow amount of the manifold 30 for driving the LNG FSRU, and the like.

At this time, the setting may be set by an operator who operates the marine floating equipment 1 or may be preset in the manufacturing process of the marine floating equipment 1, and the set first and second specifications may be set in a separate database (Not shown).

In step S120, an LNG carrier mode in which the facility is controlled by the first specification and an LNG FSRU mode in which the facility is controlled by the second specification are set. Depending on the facility, the first specification and the second specification may be allocated, respectively. Details of the specifications for the case where the facility is the internal combustion engine 20, the manifold 30, the safety valve 60, etc. will be described in detail in the second to sixth embodiments.

In this embodiment, the LNG carrier mode and the LNG FSRU mode are set by allocating the first specification and the second specification to each facility, and the control can be changed according to specifications for each facility upon mode switching.

In step S130, the LNG carrier mode or the LNG FSRU mode is selected. The mode selection can be selected by an operator of the marine floating facility 1 or the like, or when the operation period of the marine floating facility 1 exceeds a predetermined period or when the marine floating facility 1 is in a specific state It is possible to automatically select one of the modes when a certain condition is satisfied.

The marine floating facility 1 of the present embodiment can function as an LNG carrier for transporting LNG along a predetermined route or as an LNG FSRU for delivering LNG to an onshore customer 2 For this purpose, the mode selection in step S130 must be preceded. However, the initial mode of the marine floating facility 1 may be preset to either the LNG carrier mode or the LNG FSRU mode.

In step S140, control of the facility is switched between the first specification and the second specification according to the mode selection. The facility is provided to cover both the first specification and the second specification, and the operation of the facility may be changed as the LNG carrier mode or the LNG FSRU mode is selected.

As described above, the present embodiment can implement the driving to the LNG carrier and implement the driving to the LNG FSRU, and the control of the facility can be easily changed to the specification for the LNG carrier or the specification for the LNG FSRU according to the mode selection. The LNG carrier and the LNG FSRU can be replaced by the facility of the present invention. Therefore, it can have effects such as cost reduction and maximization of operation efficiency in comparison with the conventional technology.

Hereinafter, a second embodiment of the present invention will be described with reference to Figs. 1 to 8. Fig.

The second embodiment of the present invention is an embodiment limited to the case where the facility described in the first embodiment is the internal combustion engine 20. However, the contents of the second embodiment which is not described below can be replaced with the contents of the first embodiment. 1, the present embodiment may include a propelling device 21 capable of moving the marine floating equipment 1 due to the driving of the internal combustion engine 20. [

The propelling device 21 may include a propeller 211 to generate propulsive force by rotation of the propeller 211. At this time, the propeller 211 may be mechanically connected to the internal combustion engine 20 through an axis (not shown) as shown in Fig. 1, or may be mechanically connected to the internal combustion engine 20 as shown in Figs. 4 and 5, As shown in FIG.

When the propulsion unit 21 is electrically connected to the internal combustion engine 20, the internal combustion engine 20 may be provided with a generator 22 for receiving the rotational force of the internal combustion engine 20 to produce electric power. At this time, the generators 22 are individually provided for each internal combustion engine 20, so that the rotational force of each internal combustion engine 20 can be converted into electric power.

The electric power generated by the generator 22 is transmitted to the switch board 213, and the switch board 213 implements the distribution of electric power. For example, when the propeller 211 is driven by electric power, the propeller 211 may be provided with a propelling motor 212, and the switch board 213 may transmit electric power to the propelling motor 212.

Or a variety of electric devices 214 that are operated by electricity may be provided in the marine floating equipment 1. The switch board 213 may be used to distribute power to the electric device 214 in addition to the propulsion motor 212 . Power may only be transferred from the switchboard 213 to the electrical device 214 and power may be transmitted to the switchboard 213 if propulsion is not required, i.e., at a certain point in the sea or on land, To the propulsion motor 212 as well.

Of course, the propulsion unit 21 may include various conversion devices (not shown) capable of converting the current or voltage of the electric power generated by the generator 22, It may be installed at a position such as a front end or a rear end. The conversion device may be provided at the front end of the propulsion motor 212 and at the front end of the electric device 214 respectively so that the power required by the propulsion motor 212 and the electric power required by the electric device 214 Because it can be in a different form.

The marine floating facility 1 of the present embodiment can set the first specification and the second specification like the first embodiment. At this time, the internal combustion engine 20 of this embodiment can be provided to cover both the first specification for driving to the LNG carrier and the second specification for driving to the LNG FSRU.

For example, if the first specification for driving to the LNG carrier means the operation of four internal combustion engines 20 and the second specification for driving to the LNG FSRU means the operation of the three internal combustion engines 20, The internal combustion engine 20 may be provided in a total of four or more.

At this time, the marine floating facility 1 can set the LNG carrier mode in which the internal combustion engine 20 is controlled to the first specification and the LNG FSRU mode in which the internal combustion engine 20 is controlled in the second specification, For example, the LNG carrier mode may be a mode in which four internal combustion engines 20 operate, and the LNG FSRU mode may be a mode in which three internal combustion engines 20 operate.

The control of the internal combustion engine 20 is switched between the first specification and the second specification in accordance with the mode selection as in the first embodiment. As described above, the internal combustion engine 20 may be provided in plural, and at least a part of the plurality of internal combustion engines 20 may be stopped according to the mode selection. That is, when the LNG carrier mode is selected, all of the internal combustion engines 20 can be operated, and when the LNG FSRU mode is selected, three internal combustion engines (all of the internal combustion engines 20) 20 may be operated and one internal combustion engine 20 may be shut down. The internal combustion engine 20 thus stopped is represented by a dotted line in Fig. 5 (the operation of the generator connected to the internal combustion engine 20 stopped due to the stop of the internal combustion engine 20 can also be stopped).

Of course, this embodiment can adjust the load of the internal combustion engine 20 differently in accordance with the mode selection, in addition to stopping some of the internal combustion engines 20. For example, if the four internal combustion engines 20 are operated at 100% in the LNG carrier mode, two internal combustion engines 20 are operated at 100% in the LNG FSRU mode and the remaining two internal combustion engines 20 are operated at 50% %.

That is, the total load of the internal combustion engine 20 can be varied in accordance with the mode selection, and the number of the internal combustion engines 20 to be operated is the same and the load is adjusted or changed, The total load of the engine 20 may vary.

10 is a flowchart of a method of operating a marine floating facility according to a second embodiment of the present invention.

10, a method of operating a marine floating facility 1 according to a second embodiment of the present invention includes a marine floating facility (not shown) having an internal combustion engine 20 for selective operation with an LNG carrier or an LNG FSRU 1), a first specification for driving to the LNG carrier is set and a second specification for driving to the LNG FSRU is set (S210). When the internal combustion engine 20 is controlled by the first specification (Step S220), the LNG carrier mode or the LNG FSRU mode is selected (step S230), and the internal combustion engine 20 is controlled to the internal combustion engine And switching the control of the engine 20 between the first and second specifications (S240).

In step S210, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. In this case, the first and second specifications may be the same or similar to the first specification and the second specification in the first embodiment. However, in the case of this embodiment, since the facility is limited to the internal combustion engine 20, A first specification and a second specification for the first device 20 can be set.

In step S220, the LNG carrier mode in which the internal combustion engine 20 is controlled to the first specification and the LNG FSRU mode in which the internal combustion engine 20 is controlled in the second specification are set. This is the same as / similar to step S120 in the case where the facility is limited to the internal combustion engine 20 in the first embodiment, and a detailed description will be omitted.

In step S230, the LNG carrier mode or the LNG FSRU mode is selected. The description thereof is the same as or similar to that described in step S130 in the first embodiment, and a detailed description thereof will be omitted.

In step S240, control of the internal combustion engine 20 is switched between the first specification and the second specification in accordance with the mode selection. The control of the internal combustion engine 20 is switched such that the driving of at least a part of the plurality of internal combustion engines 20 is stopped or the load of the internal combustion engine 20 is varied.

As described above, according to the present embodiment, the internal combustion engine 20 including the first and second specifications is provided so that both the driving to the LNG carrier and the driving to the LNG FSRU can be implemented without any problems, and the internal combustion engine 20) can be adjusted to maximize the operating efficiency.

Hereinafter, a third embodiment of the present invention will be described with reference to Figs. 1 to 8 again.

The third embodiment of the present invention is an embodiment limited to the case where the facility described in the first embodiment is the manifold 30. However, the content of the third embodiment which is not described below may be replaced with the content of the first embodiment. Referring now to Figures 6 and 7, the present embodiment allows the manifold 30 to include a liquid line 31 and a gas line 32.

The manifold 30 may include a plurality of liquid lines 31 carrying liquid LNG and at least one gas line 32 carrying gaseous LNG. The liquid line 31 is for supplying the LNG stored in the cargo tank 10 to the regenerator 40 or the customer 2. The gas line 32 discharges evaporated gas generated in the cargo tank 10 Thereby reducing the internal pressure of the cargo tank 10 and sending the evaporated gas to the customer 2. [

One end of the manifold 30 may be connected to the cargo tank 10 and the other end may be connected to the regenerator 40 or the customer 2. [ At this time, the manifold 30 is connected to a branch line (not shown) connected to each cargo tank 10 and a branch line extending from the cargo tank 10 to the regeneration unit 40 or the like And a joining line (not shown) connected thereto.

The present embodiment may include a manifold 30 that covers both the first and second specifications. The first specification for driving to the LNG carrier means the opening of four liquid lines 31 and one gas line 32 and the second specification for driving to the LNG FSRU is the two liquid lines 31, And the opening of one gas line 32.

The manifold 30 may include a plurality of liquid lines 31 and at least one gas line 32. The first material may include a plurality of liquid lines 31 and at least one gas line 32, And the second specification may mean the opening of at least one of the plurality of liquid lines 31 and at least one of the gas lines 32. [

The LNG carrier mode allows the manifold 30 to be controlled to the first specification, and the LNG FSRU mode allows the manifold 30 to be operated in the LNG carrier mode, Can be controlled to the second specification.

At this time, this embodiment allows the control of the manifold 30 to be switched between the first and second specifications according to the mode selection, and the switching is performed by closing at least a part of the liquid lines 31 included in the manifold 30 . ≪ / RTI >

To this end, the manifold 30 may include a flow control valve 33. The flow control valve 33 may be provided for each of the liquid line 31 and the gas line 32, and may be a block valve or a control valve.

When the flow control valve 33 is a block valve, the present embodiment can switch the LNG carrier mode to the LNG FSRU mode so that the flow control valve 33 provided in at least one of the liquid lines 31 is closed . The liquid line 31 in which the flow control valve 33 is closed is indicated by a dotted line in Fig.

Or the flow rate control valve 33 is a control valve, the present embodiment changes the opening degree of the flow rate control valve 33 provided in the liquid line 31, the gas line 32, ) To control the flow of LNG.

As described above, in the present embodiment, a part of the lines included in the manifold 30 is blocked by the flow control valve 33 or the opening of the line is controlled by the flow control valve 33 in accordance with the mode selection , So that the LNG flow amount by the manifold 30 can be changed suitably to the first or second specification.

11 is a flowchart of a method of operating a marine floating facility according to a third embodiment of the present invention.

11, a method of operating a marine floating facility 1 according to a third embodiment of the present invention includes a marine floating facility (not shown) having a manifold 30 for selective operation with an LNG carrier or an LNG FSRU 1), a first specification for driving to the LNG carrier is set and a second specification for driving to the LNG FSRU is set (S310). The manifold 30 is controlled by the first specification The LNG carrier mode or the LNG FSRU mode is selected (S330), and the LNG carrier mode or the LNG FSRU mode is selected (S330) And switching the control of the fold 30 between the first source and the second source (S340).

In step S310, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. The LNG flow amount of the manifold 30 may be included in the first and second specifications. This is because, in the case of this embodiment, the LNG flow amount by the manifold 30 is intended to be changed according to the mode.

In step S320, the LNG carrier mode in which the manifold 30 is controlled to the first specification and the LNG FSRU mode in which the manifold 30 is controlled in the second specification are set. The mode setting is the same as or similar to the other embodiments described above, except that the mode is set for switching the LNG flow amount of the manifold 30. [

In step S330, the LNG carrier mode or the LNG FSRU mode is selected. Since the mode selection contents are the same as or similar to those described in step S130, a detailed description will be omitted.

In step S340, the control of the manifold 30 is switched between the first specification and the second specification according to the mode selection. The manifold 30 may include a plurality of LNG lines (liquid line 31, gas line 32, etc.), which may include at least a portion of the LNG lines of the manifold 30 Can be blocked.

Alternatively, the present embodiment can vary the amount of LNG flow by the manifold 30 depending on the mode selection, which can be implemented by a flow control valve 33 that may be provided on the LNG line of the manifold 30 have.

As described above, the present embodiment has a manifold 30 including the first and second specifications. When the mode is selected as the LNG carrier mode or the LNG FSRU mode, It is possible to easily change the LNG flow amount of the fuel cell 30.

Hereinafter, a fourth embodiment of the present invention will be described with reference to Figs. 1 to 8 again.

The fourth embodiment of the present invention is an embodiment limited to the case where the facility described in the first embodiment is the normal pressure regulating part 50. [ However, the content of the fourth embodiment which is not described below may be replaced with the content of the first embodiment.

The steady-state pressure regulator 50 of the present embodiment is configured to regulate the internal pressure of the cargo tank 10 storing the LNG within a certain range. That is, the normal pressure regulator 50 can control the cargo tank 10 such that the internal pressure of the cargo tank 10 remains at a level at which no problem occurs.

3, the normal pressure regulating part 50 may include an internal pressure measuring part 51, a vent line 52, and a vent valve 53. As shown in FIG. The internal pressure measuring portion 51 is configured to measure the internal pressure of the cargo tank 10 and the pressure measured by the internal pressure measuring portion 51 can be used to open or close the vent valve 53 or to adjust the opening degree thereof.

The vent line (52) communicates the inside and the outside of the cargo tank (10). However, the vent line 52 is configured to discharge the evaporative gas, which is a factor for raising the internal pressure of the cargo tank 10, and can connect the upper side of the interior space of the cargo tank 10 to the outside. This is because the evaporated gas generated in the cargo tank 10 is located on the upper side of the inside of the cargo tank 10.

The vent lines 52 may be provided individually for each cargo tank 10, and at least one may be provided in the cargo tank 10. At this time, a plurality of vent lines 52 may be connected to the cargo tanks 10 at different heights with respect to the vertical direction.

One end of the vent line 52 may be connected to the cargo tank 10 and the other end may be connected to a gas combustion unit (GCU) (not shown) or the like, (Not shown) or the other consumer 2, as shown in FIG.

The vent valve 53 is provided in the vent line 52 to open and close the vent line 52. The vent valve 53 opens the vent line 52 when the evaporation gas is required to be discharged and the vent valve 53 can block the vent line 52 when the discharge of the evaporation gas is not necessary.

The vent valve 53 is provided in the form of a block valve so as to control only the opening and closing of the vent line 52 or the control valve so as to adjust the opening of the vent line 52. The normal pressure regulating part 50 can maintain the internal pressure of the cargo tank 10 at a certain level.

The present embodiment is provided with a normal pressure regulating portion 50 for setting a first specification for driving to the LNG carrier and a second specification for driving to the LNG FSRU and covering both the first specification and the second specification can do.

At this time, the normal pressure regulating part 50 including the internal pressure measuring part 51 is controlled to the first specification when it is in the LNG carrier mode and to the second specification when it is in the LNG FSRU mode. Specifically, the first specification means that the normal pressure regulating portion 50 is controlled so that the internal pressure of the cargo tank 10 is included in the normal pressure range of the cargo tank 10 for driving to the LNG carrier, 2 specification may mean that the normal pressure regulating portion 50 is controlled such that the internal pressure of the cargo tank 10 is within the normal pressure range of the cargo tank 10 for driving the LNG FSRU.

Specifically, the normal pressure range of the cargo tank 10 for driving to the LNG carrier corresponding to the first specification is 0.1 to 0.2 bar (preferably 0.1 to 0.12 bar), and the normal pressure range of the cargo tank 10 to the LNG FSRU corresponding to the second specification The normal pressure range of the cargo tank 10 for driving may be 0.2 to 0.7 bar (preferably 0.5 bar).

In order to satisfy both the first specification and the second specification, the vent valve 53 is opened according to the internal pressure of the cargo tank 10, which is measured by the internal pressure measuring section 51. That is, the first specification means that when the internal pressure of the cargo tank 10 measured by the internal pressure measuring unit 51 is larger than the normal pressure of the cargo tank 10 for driving the LNG carrier, the vent valve 53 is opened And the second specification means that when the internal pressure of the cargo tank 10 measured by the internal pressure measuring unit 51 is larger than the normal pressure of the cargo tank 10 for driving the LNG FSRU, May be open.

Therefore, the normal pressure regulating portion 50 including the vent valve 53 is configured to regulate the normal pressure of the cargo tank 10, which is a reference value for opening the vent valve 53 between the first and second specifications depending on the mode selection, Is changed accordingly to maintain the internal pressure of the cargo tank 10 at the normal pressure for the LNG carrier or at the normal pressure for the LNG FSRU.

The vent valve 53 may be a control valve capable of adjusting the opening degree or the vent valve 53 may be opened until the internal pressure is detected as a normal pressure according to the internal pressure measuring part 51 and then the cargo tank 10 May be a block valve that is shut off when the internal pressure of the internal combustion engine reaches a normal pressure range.

12 is a flowchart of a method of operating a marine floating facility according to a fourth embodiment of the present invention.

12, the operation method of the marine floating facility 1 according to the fourth embodiment of the present invention adjusts the internal pressure of the cargo tank 10 storing the LNG and selectively drives the LNG carrier or the LNG FSRU And a normal pressure regulator (50) for the LNG carrier, the method comprising: setting a first specification for driving to the LNG carrier, and setting a second specification for driving to the LNG FSRU A step S410 of setting an LNG carrier mode in which the normal pressure regulating unit 50 is controlled to the first specification and an LNG FSRU mode in which the normal pressure regulating unit 50 is controlled in the second specification, (S430) of selecting the LNG carrier mode or the LNG FSRU mode, and switching the control of the normal pressure regulator (50) according to the mode selection between the first specification and the second specification (S440).

In step S410, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. The present embodiment intends to control the normal pressure of the cargo tank 10 to be different from that of the LNG carrier or the LNG FSRU. The first and second specifications are different from each other in the normal pressure of the cargo tank 10 .

In step S420, the LNG carrier mode in which the normal pressure regulator 50 is controlled by the first specification and the LNG FSRU mode in which the normal pressure regulator 50 is controlled by the second specification are set. Specifically, in the case of the LNG carrier mode, the vent valve 53 of the normal pressure regulator 50 can be controlled to satisfy the normal pressure range of the cargo tank 10 corresponding to the first specification, and in the case of the LNG FSRU mode The vent valve 53 of the normal pressure regulator 50 can be controlled to satisfy the normal pressure range of the cargo tank 10 corresponding to the second specification.

In step S430, the LNG carrier mode or the LNG FSRU mode is selected. The details of the mode selection are the same as those described in step S130, and a detailed description thereof will be omitted.

In step S440, the control of the normal pressure regulator 50 is switched between the first specification and the second specification in accordance with the mode selection. The control of the normal pressure regulator 50 can be performed by opening and closing the vent valve 53. The vent valve 53 is controlled in consideration of the internal pressure of the cargo tank 10 measured by the internal pressure measuring unit 51, The normal pressure (or the normal pressure range) of the cargo tank 10, which is the reference pressure used to determine whether the opening or shutting of the cargo tank 10 should be performed, can be varied depending on the mode selection.

Therefore, the normal pressure regulating part 50 using the vent valve 53 is designed so that the pressure inside the cargo tank 10 becomes the normal pressure for the LNG carrier through the change of the reference pressure, or the normal pressure for the LNG FSRU .

Thus, the present embodiment allows the vent valve 53 to be opened according to the first specification for the LNG carrier or the second specification for the LNG FSRU so that the normal pressure of the cargo tank 10 is suitable for the LNG carrier according to mode selection, The internal pressure of the cargo tank 10 can be effectively controlled so as to be suitable for the LNG FSRU.

Hereinafter, a fifth embodiment of the present invention will be described with reference to Figs. 1 to 8 again.

The fifth embodiment of the present invention is an embodiment limited to the case where the facility described in the first embodiment is the safety valve (60). However, the content of the fifth embodiment which is not described below may be replaced with the content of the first embodiment.

The safety valve 60 of this embodiment opens and closes the cargo tank 10 storing the LNG. Although the safety valve 60 and the vent valve 53 are shown as being the same in FIG. 3, the safety valve 60 and the vent valve 53 may be separately provided, Lt; / RTI > Also, the installation position of the safety valve 60 may be the vent line 52 as shown in FIG. 3, or may be other various positions.

The present embodiment may include a safety valve 60 that sets the first and second specifications and includes both the first specification and the second specification. This means that the opening and closing pressure of the safety valve 60 can be set to at least two.

This embodiment sets the LNG carrier mode in which the safety valve 60 is controlled to the first specification, the LNG FSRU mode in which the safety valve 60 is controlled in the second specification, To be switched between the first specification and the second specification.

At this time, as described in the first embodiment, the cargo tank 10 is designed such that the design pressure of the cargo tank 10 for driving to the LNG carrier and the design pressure of the cargo tank 10 for driving the LNG FSRU The safety valve 60 can be controlled so that the internal pressure of the cargo tank 10 becomes equal to or less than the design pressure of the cargo tank 10. [

That is, when the mode is the LNG carrier mode, the safety valve 60 can be opened and closed to prevent the internal pressure of the cargo tank 10 from reaching the design pressure of the cargo tank 10 for driving the LNG carrier according to the first specification When the mode is the LNG FSRU mode, according to the second specification, the safety valve 60 can be opened and closed so that the internal pressure of the cargo tank 10 can not reach the design pressure of the cargo tank 10 for driving the LNG FSRU have.

Therefore, the opening / closing pressure, which is a standard for opening the safety valve 60 according to the mode selection, is variable, so that the internal pressure of the cargo tank 10 can be substantially adjusted depending on the mode. At this time, the internal pressure of the cargo tank 10 controlled by the safety valve 60 may be the maximum pressure of the cargo tank 10.

Further, the maximum pressure of the cargo tank 10 and the maximum pressure of the cargo tank 10 in the LNG FSRU may differ from each other in the LNG carrier. In at least one mode, the cargo tank 10 installed in this embodiment is actually Compared to the pressure that can withstand structurally, the design pressure according to the specification can be relatively small.

Specifically, when the cargo tank 10 is designed to have a design pressure of 0.7 bar to cover a design pressure of 0.25 bar for driving to an LNG carrier and a design pressure of 0.7 bar for driving to an LNG FSRU, When the mode is selected, the safety valve 60 may have a maximum pressure of the cargo tank 10 of 0.25 bar, which is a design pressure according to the first specification. The design pressure that the cargo tank 10 can sustain structurally and the design pressure according to the specifications which are the opening and closing pressures of the safety valve 60 can be matched or varied depending on mode switching.

13 is a flowchart of a method of operating a marine floating facility according to a fifth embodiment of the present invention.

13, a method of operating the marine floating equipment 1 according to the fifth embodiment of the present invention includes opening and closing of a cargo tank 10 storing LNG, and safety for selective driving by an LNG carrier or an LNG FSRU A method of operating a marine floating facility (1) having a valve (60), comprising the steps of: setting a first specification for driving to an LNG carrier and setting a second specification for driving to the LNG FSRU (S510) Setting an LNG carrier mode in which the safety valve 60 is controlled to the first specification and an LNG FSRU mode in which the safety valve 60 is controlled in the second specification in operation S520; (S530), and switching the control of the safety valve (60) according to the mode selection between the first specification and the second specification (S540).

In step S510, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. The first embodiment and the second specification may both include the design pressure of the cargo tank 10 because the present embodiment aims at varying the opening and closing pressures of the safety valve 60 in accordance with mode switching.

As described above, the design pressure of the cargo tank 10 included in the specification is used as a design pressure when the cargo tank 10 is manufactured, and the design pressure of the safety valve 60 in the manufactured cargo tank 10 It can also be used as a reference pressure for opening and closing.

In step S520, the LNG carrier mode in which the safety valve 60 is controlled to the first specification and the LNG FSRU mode in which the safety valve 60 is controlled in the second specification are set. The control of the safety valve 60 in the LNG carrier mode and the LNG FSRU mode means setting the maximum pressure of the cargo tank 10 by opening and closing the safety valve 60. [ At this time, the maximum pressure that can be allowed in the cargo tank 10 depending on the mode may be variable.

In step S530, the LNG carrier mode or the LNG FSRU mode is selected. The details of the mode selection are the same as those described above in step S130, and a detailed description thereof will be omitted.

In step S540, control of the safety valve 60 is switched between the first specification and the second specification according to the mode selection. According to the mode selection, the reference pressure at which the safety valve 60 is opened can be varied in this embodiment.

When the design pressure of the cargo tank 10 included in the first specification is utilized as the reference pressure of the safety valve 60, the actual design pressure of the cargo tank 10 and the reference pressure of the safety valve 60 May not be the same. However, as long as the safety valve 60 is set to be controlled in accordance with the first specification, the maximum pressure of the cargo tank 10 can be limited to the design pressure included in the first specification so that driving to the LNG carrier is smooth Lt; / RTI >

As described above, the present embodiment includes the cargo tank 10 to cover the first specification for driving to the LNG carrier and the second specification for driving to the LNG FSRU, and the opening / So that the cargo tank 10 has an optimized pressure for driving the LNG carrier or the LNG FSRU, thereby enabling smooth storage of the LNG.

Hereinafter, a sixth embodiment of the present invention will be described with reference to Figs. 1 to 8. Fig.

The sixth embodiment of the present invention is an embodiment limited to the case where the facility described in the first embodiment is the level alarm unit 70 previously. The contents of the sixth embodiment, which are not described below, may be replaced with those of the first embodiment.

The level alarm unit 70 of the present embodiment generates an alarm in accordance with the LNG level of the cargo tank 10 storing the LNG. The level alarm unit 70 can accurately indicate the degree of the LNG level of the cargo tank 10 at present or notify the LNG level when the LNG level becomes a certain level or more.

The present embodiment may have a level measuring section 71 for measuring the LNG level of the cargo tank 10. The level measuring section 71 measures the level using the pressure inside the cargo tank 10 . Of course, the level measuring unit 71 of this embodiment can be installed at various positions and can measure the level of the LNG contained in the cargo tank 10 by various known methods.

The level alarm unit 70 can generate an alarm by using noise, vibration, illumination, or the like when the LNG level of the cargo tank 10 measured by the level measuring unit 71 becomes equal to or higher than a certain reference level. At this time, the alarm is transmitted to the worker, so that the operator can easily grasp that the LNG level of the cargo tank 10 has reached a level requiring a separate action.

In this embodiment, the level alarm unit 70 may include both the first and second specifications, and the level alarm unit 70 may generate an alarm according to a certain criterion included in the first specification, Or an alarm may be generated in accordance with certain criteria included in the second specification. That is, the level alarm unit 70 can generate an alarm without a problem in response to a change of a certain reference.

Specifically, the first specification set in the present embodiment is that the LNG level of the cargo tank 10 measured by the level measuring unit 71 is equal to or higher than the operating reference of the level alarm unit 70 for driving to the LNG carrier And the second specification means that the LNG level of the cargo tank 10 measured by the level measuring unit 71 is the level alarm unit 70 for driving the LNG FSRU, The level alarm unit 70 is activated.

The LNG level of the cargo tank 10, which the operator should grasp and pay attention to in the LNG carrier line mode, may be different from the LNG level of the cargo tank 10 that the operator should take into consideration in the LNG FSRU mode. Therefore, in the present embodiment, the control of the level alarm unit 70 is switched between the first specification and the second specification in accordance with the mode selection, thereby realizing generation of an appropriate alarm in the case of the LNG carrier mode and in the case of the LNG FSRU The operation convenience of the operator can be greatly improved.

14 is a flowchart of a method of operating a marine floating facility according to a sixth embodiment of the present invention.

14, an operation method of the marine floating facility 1 according to the sixth embodiment of the present invention generates an alarm according to the LNG level of the cargo tank 10 storing the LNG, and transmits the LNG carrier or the LNG FSRU And a level alarm unit (70) for selectively driving the LNG carrier to the LNG carrier, the method comprising: setting a first parameter for driving to the LNG carrier, (S610); setting an LNG carrier mode in which the level alarm unit 70 is controlled to the first specification and an LNG FSRU mode in which the level alarm unit 70 is controlled in the second specification (S620) (S630) selecting the LNG carrier mode or the LNG FSRU mode, and switching the control of the level alarm unit 70 between the first specification and the second specification in accordance with the mode selection (S640).

In step S610, a first specification for driving to the LNG carrier is set, and a second specification for driving to the LNG FSRU is set. Since the present embodiment has the purpose of switching the operation standard of the level alarm unit 70 when it is driven by the LNG carrier or when it is driven by the LNG FSRU, the first specification and the second specification are the operations of the level alarm unit 70 Standards.

In step S620, the LNG carrier mode in which the level alarm unit 70 is controlled to the first specification and the LNG FSRU mode in which the level alarm unit 70 is controlled in the second specification are set. When the level alarm unit 70 is controlled to the first specification in the LNG carrier mode and when the level alarm unit 70 is controlled to the second specification in the LNG FSRU mode, the number of occurrences of the alarms may be different from each other. This is because the operation criterion by which the level alarm unit 70 should generate an alarm may be different from the first specification and the second specification.

In step S630, the LNG carrier mode or the LNG FSRU mode is selected. The mode selection is already described in step S130, and a detailed description thereof will be omitted here.

In step S640, control of the level alarm unit 70 is switched between the first specification and the second specification in accordance with the mode selection. The switching according to the mode selection may mean that the operation reference for generating the alarm by the level alarm unit 70 is variable. At this time, at least one operation criterion may be assigned to each of the specifications, and at least one operation criterion may be varied in mode conversion. This means that when more than one operating criterion is included in the specification, the at least one operating criterion may not be variable.

As described above, in the present embodiment, an operation standard for generating an alarm for the LNG level of the cargo tank 10 is changed when the LNG carrier line mode and the LNG FSRU mode are set, thereby enabling the operator to efficiently operate the cargo tank 10 The LNG level can be managed.

The present invention is not limited to the above-described embodiments, and may further include embodiments in which at least two or more of the groups including the first to sixth embodiments are selected and combined. That is, when the mode is switched by the mode changeover switch 80, the internal combustion engine 20, the safety valve 60, etc. may be controlled all at once according to the first specification or the second specification.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Marine floatation facility 2: Demand place
10: cargo tank 11: pump
20: internal combustion engine 21: propulsion device
211: Propeller 212: Propulsion motor
213: switch board 214: electrical device
22: generator 30: manifold
31: liquid line 32: gas line
33: Flow control valve 40: Regenerator
50: normal pressure regulating part 51: internal pressure measuring part
52: vent line 53: vent valve
60: Safety valve 70: Level alarm part
71: level measuring section 80: mode changeover switch

Claims (9)

Setting a first specification for driving to the LNG carrier, setting a second specification for driving to the LNG FSRU,
And a manifold that covers both the first specimen and the second specimen different from the first specimen,
An LNG carrier mode in which the manifold is controlled by the first source and an LNG FSRU mode in which the manifold is controlled by the second source,
Wherein control of the manifold is switched between a first source and a second source according to a mode selection. 2. The fuel cell system according to claim 1,
A plurality of liquid lines for transporting LNG in a liquid state; And
Characterized in that it comprises at least one gas line carrying gaseous LNG. 3. The method of claim 2,
The first specification means opening of the plurality of liquid lines and the entire at least one gas line,
Wherein said second specification means opening of at least one of said plurality of liquid lines and said at least one gas line. The method of claim 3,
The first specification means opening of the four liquid lines and one of the gas lines,
Wherein said second specification means opening of said two liquid lines and one of said gas lines. 2. The fuel cell system according to claim 1,
Wherein the opening degree of the flow control valve provided in the manifold is varied according to the mode selection. The method according to claim 1,
When the LNG carrier mode is selected, it functions as an LNG carrier for transporting LNG along the predetermined route,
And when the LNG FSRU mode is selected, the LNG FSRU functions as an LNG FSRU that anchors the LNG during the predetermined period to deliver the LNG to the customer. A method of operating a marine floating facility having a manifold for selective actuation with an LNG carrier or an LNG FSRU,
Setting a first specification for driving to the LNG carrier and setting a second specification for driving to the LNG FSRU;
Establishing an LNG carrier mode in which the manifold is controlled by the first source and an LNG FSRU mode in which the manifold is controlled by the second source;
Receiving the LNG carrier mode or the LNG FSRU mode; And
And switching control of the manifold between a first source and a second source according to a mode selection. ≪ Desc / Clms Page number 21 > 8. The method of claim 7,
Wherein the manifold includes a plurality of LNG lines,
Wherein the step of switching the control of the manifold according to the mode selection comprises:
Wherein at least a portion of the plurality of LNG lines is blocked. 8. The method of claim 7, wherein switching the control of the manifold according to mode selection comprises:
Wherein the amount of LNG flow by the manifold is varied.

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