KR20160125699A - Ship - Google Patents

Ship Download PDF

Info

Publication number
KR20160125699A
KR20160125699A KR1020150056463A KR20150056463A KR20160125699A KR 20160125699 A KR20160125699 A KR 20160125699A KR 1020150056463 A KR1020150056463 A KR 1020150056463A KR 20150056463 A KR20150056463 A KR 20150056463A KR 20160125699 A KR20160125699 A KR 20160125699A
Authority
KR
South Korea
Prior art keywords
ess
power
gas
ship
amount
Prior art date
Application number
KR1020150056463A
Other languages
Korean (ko)
Other versions
KR101681044B1 (en
Inventor
문성웅
배재혁
김한균
박근배
Original Assignee
삼성중공업 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 삼성중공업 주식회사 filed Critical 삼성중공업 주식회사
Priority to KR1020150056463A priority Critical patent/KR101681044B1/en
Publication of KR20160125699A publication Critical patent/KR20160125699A/en
Application granted granted Critical
Publication of KR101681044B1 publication Critical patent/KR101681044B1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J99/00—Subject matter not provided for in other groups of this subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • F17C13/025—Special adaptations of indicating, measuring, or monitoring equipment having the pressure as the parameter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/02—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures for filling with liquefied gases
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1415—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with a generator driven by a prime mover other than the motor of a vehicle
    • B63J2099/006—
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/03—Treating the boil-off
    • F17C2265/032—Treating the boil-off by recovery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

A ship is provided. A ship according to one aspect of the present invention comprises: a storage tank for storing liquefied gas and evaporated gas of the liquefied gas; a generator for generating electric power using the evaporated gas; an energy storage system (ESS) charged with the generated electric power and discharging the charged electric power to supply electric power to an electric power facility; a receiver for receiving navigation information of the ship; and a controller for controlling charging and discharging of the ESS based on the power generation amount of the generator and the navigation information.

Description

Ship {Ship}

The present invention relates to a ship, and more particularly, to a ship having an energy storage device capable of charging or discharging electric power.

An energy storage system (ESS) is a storage device that stores excess power generated by a generator and temporarily delivers power when the power is insufficient.

Generally, an ESS includes a battery connected to a power generation system to charge excess generated power, and to discharge the charged power to power the power system (e.g., load).

Korean Published Patent Application No. 10-2015-0011301 (May 30, 2015)

A problem to be solved by the present invention is to provide a ship capable of improving power efficiency.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other matters not mentioned can be clearly understood by those skilled in the art from the following description.

According to an aspect of the present invention, there is provided a ship comprising: a storage tank for storing a liquefied gas and an evaporated gas of the liquefied gas; A generator for generating power using the evaporated gas; An energy storage system (ESS) charged with the generated electric power and discharging the charged electric power to supply to the electric power facility; A receiver for receiving the navigation information of the ship; And a controller for controlling charging and discharging of the energy storage device based on the power generation amount of the generator and the flight information.

In addition, the flight information may include at least one of temperature information and air volume information.

In addition, the controller can predict the amount of the evaporation gas generated based on at least one of the temperature information and the air volume information, and control the charge and discharge of the energy storage device according to the predicted evaporation gas generation amount.

The apparatus may further include a pressure sensor installed in the storage tank for sensing a pressure of the evaporated gas.

In addition, the controller can control the charging and discharging of the energy storage device according to the pressure of the detected evaporation gas.

The apparatus may further include a re-liquidator for re-liquefying the evaporation gas, and the controller may provide a re-liquefied signal to the re-liquidator based on the amount of power charged in the energy storage device.

Other specific details of the invention are included in the detailed description and drawings.

1 is a block diagram of a ship according to an embodiment of the present invention.
2 and 3 are a grid of a vessel according to an embodiment of the invention applied to a ship.
4 is a schematic view illustrating an ESS of a ship according to an embodiment of the present invention.
5 is a graph showing power generation amount of a generator according to time.
6 is a graph showing the charged amount of ESS with time.
7 is a graph showing the amount of evaporation gas (BOG) generated over time.
8 is a graph showing the charged amount of ESS with time.
9 is a block diagram of a ship according to an embodiment of the present invention.
10 is a graph showing the pressure of the evaporation gas (BOG) with time.
11 is a graph showing the charged amount of ESS with time.
12 is a block diagram of a ship according to another embodiment of the present invention.
13 is a grid of a vessel according to another embodiment of the present invention applied to a vessel.
14 is a view showing an LNG line according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Unless defined otherwise, all terms (including technical and scientific terms) used herein may be used in a sense commonly understood by one of ordinary skill in the art to which this invention belongs. Also, commonly used predefined terms are not ideally or excessively interpreted unless explicitly defined otherwise.

Also, terms used herein are for the purpose of illustrating embodiments and are not intended to limit the invention. In the present specification, the singular form includes plural forms unless otherwise specified in the specification. It should be understood that the terms comprising and / or comprising the terms used in the specification do not exclude the presence or addition of one or more other elements, steps and / or operations in addition to the stated elements, steps and / use. And "and / or" include each and any combination of one or more of the mentioned items.

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

FIG. 1 is a block diagram of a ship according to an embodiment of the present invention, and FIGS. 2 and 3 are a grid of a ship according to an embodiment of the present invention applied to a ship.

Referring to FIG. 1, a ship 100 according to an embodiment of the present invention includes a LNG storage tank 110, a generator 120, an energy storage system (ESS) 130, a power facility 140, a receiver 150, and a controller 160, but does not exclude additional configurations.

The liquefied natural gas (LNG) is taken as an example of the liquefied gas in the ships 100 and 200 according to the embodiments of the present invention. The storage tank 110 describes the LNG storage tank as an example, The gas is exemplified by the boil-off gas (BOG) of the liquefied natural gas, but is not limited thereto.

The LNG storage tank 110 stores the liquefied natural gas and the evaporated gas of the liquefied natural gas. Since the liquefaction temperature of natural gas is a cryogenic temperature of about -163 캜 at normal pressure, it evaporates even if it is slightly higher than that temperature. Therefore, the LNG storage tank 110 is preferably formed in a heat insulating structure to maintain the natural gas in a liquefied state, but is not limited thereto.

Despite the heat insulating structure of the LNG storage tank 110, the liquefied natural gas in the LNG storage tank 110 is constantly spontaneously vaporized, thereby generating evaporative gas. When the evaporation gas continues to accumulate in the LNG storage tank 110, the pressure in the LNG storage tank 110 rises excessively. Therefore, the evaporation gas should be taken out of the LNG storage tank 110 and treated.

Generator 120 generates power using evaporative gas (BOG) that is vaporized in the LNG storage tank 110. At this time, the generator 120 may include a steam turbine that is operated by the steam to generate electric power. 2 and 3, the evaporation gas BOG generated in the LNG storage tank 110 is burned in the boiler 115. [ Thereafter, the generator 120 generates power by the steam of the high-temperature high-pressure steam heated in the boiler 115. However, if the power can be generated by using the evaporation gas (BOG) spontaneously vaporized in the LNG storage tank 110, the configuration and the power generation method of the generator 120 can be variously changed without being limited thereto.

Also, the generator 120 may include a diesel generator capable of generating a large capacity electric power of 200 kW or more using petroleum chemical such as heavy oil (HFO) as fuel. In particular, a plurality of diesel generators may be connected in parallel to generate power for driving the onboard power facility 140. That is, the generator 120 of the ship 100 according to an embodiment of the present invention includes a generator of a steam turbine type for generating electric power through evaporative gas (BOG) And a diesel generator to generate the diesel generator. However, the method of connecting the steam turbine type generator with the diesel generator includes a connection method applicable to a person skilled in the art.

The power facility 140 includes a propeller that is located at the stern and provides propulsion force of the ship, a communication device used in the ship as well as a thruster 144 that switches the direction of the ship located at the bow, And all in-ship loads 142 such as devices.

4 is a schematic view illustrating an ESS of a ship according to an embodiment of the present invention.

The ESS 130 is charged with the electric power generated by the generator 120, discharges the charged electric power, and supplies the electric power to the electric power facility 140. This will be described in detail with reference to FIG. 2 to FIG.

2, which illustrates an alternating power grid (Grid), ESS 130 may include a battery 132 and a converter 134 coupled to battery 132 and generator 120. In other words, on the AC power grid commonly used on ships, the converter 134 converts the generated power generated by the generator 120 into direct current power and provides it to the battery 132, Converts the charging power into AC power, and provides it to the power facility 140. Specifically, the AC power generated in the generator 120 is converted to DC power in the AC / DC converter 134 and stored in the battery 132, and the DC power stored in the battery 132 is supplied to the DC / AC converter 134. [ Which is converted into alternating-current power and driven by alternating-current power.

Alternatively, referring to FIG. 3, which illustrates a DC power grid (Grid), the ESS 130 may include a battery 132. Specifically, the AC power generated in the generator 120 is converted to DC power in an AC / DC converter connected to the generator 120 and provided to a DC power grid, and the converted DC power is supplied to a battery 132, respectively. Also, the DC power stored in the battery 132 is supplied to the power facility 140, which is provided on the DC power grid and is driven by DC power, or is converted into AC power through a DC / AC converter, (Not shown).

4, the ESS 130 may also include an AC / DC converter 136, a battery 132, and a DC / AC converter 138. AC power generated in the generator 120 is converted into DC power in the AC / DC converter 136 and stored in the battery 132. The DC power stored in the battery 132 is supplied to the DC / AC converter 138, And may be provided to the electric power facility 140 that is converted to AC power and driven by AC power.

The detailed configuration of the ESS 130 described above is merely an example of the present invention, and can be modified into a detailed configuration applicable to a person skilled in the art in the technical field of the present invention.

Receiver 150 receives the ship's flight information and / or ship's real-time location information. At this time, the navigation information of the ship is received from a navigation system (for example, a navigation DB) located outside the ship or a sensor installed on the ship, and the real-time position information of the ship is transmitted to a GPS From the position measurement system of the ship located in the ship. However, if it is possible to receive the navigation information of the ship and / or the real-time location information of the ship, the configuration of the receiver 150 may include all configurations applicable to those of ordinary skill in the art.

Herein, the operational information of the ship includes flight information, emission control area (ECA) information including at least one of inlet and departure information of a ship, temperature and air volume information of a region operated by the ship, And AMP existing port information provided with power (AMP; Alternative Maritime Power). However, the present invention is not limited to this, and may include all information related to the operation of the ship.

FIG. 5 is a graph showing a power generation amount of a generator according to time, and FIG. 6 is a graph showing a charged amount of an ESS according to time.

The controller 160 provides a charging signal or a discharging signal (charge / discharge signal) to the ESS 130 based on the power generation amount of the generator 120. [ 5 and 6, the controller 160 provides a charge signal to the ESS 130 when the power generation amount V P generated by the generator 120 is equal to or greater than the first threshold value V C And provides a discharge signal to the ESS 130 when the power generation amount V P is less than the first threshold value V C. At this time, when the power generation amount V P generated by the generator 120 is equal to or greater than the first threshold value V C , the ESS 130 can maintain the first charge amount Q 1 .

For example, since the power generation amount V P is equal to or greater than the first threshold value V C from t 10 to t 11 , the controller 160 provides a charge signal or a discharge signal to the ESS 130, 130 maintains the first amount of charge (Q 1). The controller 160 provides a discharge signal to the ESS 130 and supplies the discharge signal to the ESS 130 because the generated amount V P is less than the first threshold V C from t 11 to t 12- the charge is dropped below the first charge (Q 1). the controller 160 provides a charge signal to the ESS 130 and the ESS 130 is charged with the first charge amount Vp since the power generation amount Vp from the time t 12 to the time t 13 is equal to or greater than the first threshold value V C , (Q 1) when the charging to the vicinity of, the controller 160 provides a signal charge is held in the ESS (130) will be the ESS (130) to maintain the first charge (Q 1).

Therefore, when the power generation amount of the generator 120 is low, the ESS 130 discharges as much as possible, and when the power generation amount of the generator 120 is high, the ESS 130 maintains a certain level of the charged amount. It is possible to prevent waste of power and improve power efficiency.

FIG. 7 is a graph showing the amount of evaporation gas (BOG) generated over time, and FIG. 8 is a graph showing a charged amount of ESS according to time.

Referring to FIGS. 7 and 8, the controller 160 provides a charging signal or a discharging signal to the ESS 130 based on the temperature information and / or the air volume information included in the flight information. When the temperature of the outside of the ship is high or the ship is shaken due to excessive air flow, the amount of evaporated gas (BOG) in the LNG storage tank 110 increases and the amount of evaporated gas (BOG) . Accordingly, the controller 160 can predict the amount of the evaporated gas (BOG) generated based on the temperature information and / or the air volume information.

The controller 160 provides a discharge signal to the ESS 130 when the estimated evaporative gas generation amount Q BOG is equal to or greater than the second threshold value Q C and the predicted evaporative gas generation amount Q BOG is equal to or less than the second threshold value Q C , (Q C ), a charge signal is provided to the ESS 130. At this time, when the predicted evaporation gas generation amount Q BOG is less than the second threshold value Q C , the ESS 130 can maintain the second charge amount Q 2 .

For example, since the evaporated gas generation amount Q BOG predicted from the time t 21 to the time t 22 is less than the second threshold Q C , the controller 160 controls the ESS 130 from t 20 to t 21 , And the ESS 130 maintains the second charge amount Q 2 . Since the amount of evaporation gas generation Q BOG from the time t 22 to the time t 23 is equal to or greater than the second threshold value Q C from time t 21 to time t 22 , the controller 160 discharges Signal, and the charge amount of the ESS 130 falls below the second charge amount Q 2 . Since t 23 the predicted evaporation generation amount (Q BOG) Starting point is less than the second threshold value (Q C), t 22 the time from t 23 controller 160 and the time provides a charging signal to the ESS (130), and ESS If the 130 charged to the vicinity of the second amount of charge (Q 2), the controller 160 is to provide a charge holding signal to the ESS 130 causes the ESS 130, maintaining the second amount of charge (Q 2).

Therefore, since the ESS 130 maintains a predetermined level of charge before the evaporation gas BOG is generated to a maximum extent and the evaporation gas BOG is generated less, the evaporation gas (BOG) It is possible to prevent waste of BOG and improve power efficiency.

FIG. 9 is a block diagram of a ship according to an embodiment of the present invention, FIG. 10 is a graph showing the pressure of evaporative gas BOG with time, and FIG. 11 is a graph showing a charged amount of ESS with time.

Referring to FIG. 9, the ship 100 according to an embodiment of the present invention may further include a pressure sensor 170.

The pressure sensor 170 may be installed in the LNG storage tank 110 to sense the pressure of the evaporative gas BOG generated in the LNG storage tank 110.

10 and 11, the controller 160 provides the ESS 130 charging or discharging signal based on the pressure of the evaporated gas P BOG detected from the pressure sensor 170. When the pressure P BOG of the evaporation gas is large, the amount of the evaporation gas BOG is large, and when the pressure P BOG of the evaporation gas is small, the amount of the evaporation gas BOG is small. Accordingly, the controller 160 can determine the amount of power generation to be generated in the generator 120 through the pressure P BOG of the evaporated gas.

For example, the controller 160 provides a charge signal to the ESS 130 because the pressure of the evaporative gas P BOG from the time t 30 to the time t 31 is greater than or equal to the third threshold value P C. At this time, the ESS 130 can maintain the third charge amount Q 1 . Thereafter, the controller 160 provides a discharge signal to the ESS 130, since the pressure P BOG of the evaporative gas from the time t 31 to the time t 32 is less than the third threshold value P C , charge of 130 is dropped down to the third charge (Q 3). Since t 32 time starting pressure of the boil-off gas (P BOG) the third threshold value (P C) or higher, the controller 160 provides a charging signal to the ESS (130) and, ESS (130) has a third charge (Q 3 ), the controller 160 provides a charge amount maintenance signal to the ESS 130 so that the ESS 130 maintains the third charge amount Q 3 . Here, the third charge amount Q 3 may mean the same amount as the first charge amount Q 1 described above, but is not limited thereto.

Therefore, when the amount of evaporation gas BOG is small, the ESS 130 discharges as much as possible, and when the amount of evaporation gas BOG is large, the ESS 130 maintains a certain amount of charged amount, It is possible to prevent waste of power and improve power efficiency.

FIG. 12 is a block diagram of a ship according to another embodiment of the present invention, and FIG. 13 is a grid of a ship according to another embodiment of the present invention applied to a ship.

12 and 13, a ship 200 according to another embodiment of the present invention includes a liquefied natural gas (LNG) storage tank 210, a generator 220, an ESS 230, a power facility 240, A receiver 250, a controller 260, a pressure sensor 270 and a re-injector 280, but does not exclude additional configurations.

Hereinafter, the re-liquidator 280 will be mainly described. The configuration of the ship 200 according to another embodiment of the present invention, which is not described below, is the same as the configuration of the ship 100 according to an embodiment of the present invention.

The re-liquidator 280 re-liquefies the evaporated gas (BOG) vaporized in the LNG storage tank 210 and supplies it to the LNG storage tank 210. At this time, the controller 260 may provide a re-liquefied signal to the re-liquidator 280 based on the amount of electric power charged in the ESS 230.

5, 6, 12 and 13, the controller 260 determines whether the power generation amount V P of the generator 220 is equal to or greater than the first threshold value V C , And provide a discharge signal to the ESS 230 if the power generation amount V P is less than a first threshold V C. At this time, the controller 260 can provide a re-liquefied signal to the re-liquidator 280 when the charged amount of the ESS 230 is equal to or greater than the fourth charged amount. Therefore, the efficiency of the ESS 230 can be increased and waste of the evaporation gas (BOG) can be prevented.

7, 8, 12 and 13, the controller 260 predicts the generation amount (Q BOG ) of the evaporation gas based on the temperature information and / or the air volume information included in the flight information. The controller 260 provides a discharge signal to the ESS 230 when the estimated evaporative gas generation amount Q BOG is equal to or greater than the second threshold value Q C and the predicted evaporative gas generation amount Q BOG is equal to or greater than the second threshold value Q C , Lt; RTI ID = 0.0 > (Qc). ≪ / RTI > At this time, the controller 260 can provide a re-liquefied signal to the re-liquidator 280 when the charged amount of the ESS 230 is equal to or greater than the fourth charged amount. Therefore, the efficiency of the ESS 230 can be increased and waste of the evaporation gas (BOG) can be prevented.

10 to 13, when the pressure P BOG of the evaporative gas detected from the sensing sensor 270 is equal to or greater than the third threshold value P C , the controller 260 outputs a charging signal And may provide a discharge signal to the ESS 230 if the pressure of the evaporative gas (P BOG ) is less than a third threshold value (P C ). At this time, the controller 260 can provide a re-liquefied signal to the re-liquidator 280 when the charged amount of the ESS 230 is equal to or greater than the fourth charged amount. Therefore, the efficiency of the ESS 230 can be increased and waste of the evaporation gas (BOG) can be prevented.

14 is a view showing an LNG line according to an embodiment of the present invention.

Referring to FIG. 14, the ship 100, 200 according to some embodiments of the present invention may be an LNG line 2000. Specifically, the thruster 2006 located at the bow, the ESS 2004 located near the center of the hull, the generator 2002 located at the stern 2002, and the propeller 2008, 200 may be applied. The electric power generated by the generator 2002 and the electric power discharged from the ESS 2004 are supplied to a temperature regulator for regulating the temperature of the LNG storage tank or a re-liquidator for re-liquefying the evaporated gas (BOG) vaporized in the LNG storage tank Lt; / RTI >

However, the ships 100 and 200 according to some embodiments of the present invention include not only LNG carriers but also various LNG storage tanks and various vessels that generate electric power through the evaporation gas (BOG) Lt; / RTI > The configurations of the vessels 100 and 200 according to an embodiment of the present invention are not limited to the configuration of the LNG-FPSO (Liquefied Natural Gas) Gas-Floating Production Storage Offloading).

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

100, 200: Ship
110, 210: Liquefied natural gas (LNG) storage tank
120, 220: generator
130 and 230: Energy Storage System (ESS)
140, 240: Electric power equipment
150, 250: receiver
160, 260:
170, 270: Pressure sensor
280: Re-liquidator

Claims (6)

A storage tank for storing a liquefied gas and an evaporation gas of the liquefied gas;
A generator for generating power using the evaporated gas;
An energy storage system (ESS) charged with the generated electric power and discharging the charged electric power to supply to the electric power facility;
A receiver for receiving the navigation information of the ship; And
And a controller for controlling charge / discharge of the energy storage device based on the power generation amount of the generator and the flight information. The method according to claim 1,
The navigation information includes:
A ship including at least one of temperature information and air volume information. 3. The method of claim 2,
The controller comprising:
Estimating an amount of generation of the evaporation gas based on at least one of the temperature information and the air volume information,
Wherein the charge / discharge of the energy storage device is controlled according to the predicted evaporative gas generation amount. The method of claim 1, wherein
And a pressure sensor installed in the storage tank for sensing the pressure of the evaporation gas. 5. The method of claim 4,
The controller comprising:
And controlling the charge and discharge of the energy storage device in accordance with the detected pressure of the evaporated gas. The method according to claim 1,
And a re-liquidator for re-liquefying the evaporated gas,
The controller comprising:
And provides a re-liquefying signal to the re-liquidator based on the amount of power charged in the energy storage device.
KR1020150056463A 2015-04-22 2015-04-22 Ship KR101681044B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020150056463A KR101681044B1 (en) 2015-04-22 2015-04-22 Ship

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020150056463A KR101681044B1 (en) 2015-04-22 2015-04-22 Ship

Publications (2)

Publication Number Publication Date
KR20160125699A true KR20160125699A (en) 2016-11-01
KR101681044B1 KR101681044B1 (en) 2016-12-02

Family

ID=57485045

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020150056463A KR101681044B1 (en) 2015-04-22 2015-04-22 Ship

Country Status (1)

Country Link
KR (1) KR101681044B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190024231A (en) * 2017-08-31 2019-03-08 현대중공업 주식회사 Power management system and ship having the same

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120036412A (en) * 2010-10-08 2012-04-18 삼성중공업 주식회사 Boil-off gas deal with system and method of deal with same of lng carrier
KR20120052500A (en) * 2010-11-16 2012-05-24 대우조선해양 주식회사 Apparatus for disposing boil off gas of lngc or lpgc
KR20140092111A (en) * 2013-01-15 2014-07-23 현대중공업 주식회사 An Energy System of Ship
KR20150011301A (en) 2014-03-07 2015-01-30 한국해양대학교 산학협력단 Power control device for ship

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120036412A (en) * 2010-10-08 2012-04-18 삼성중공업 주식회사 Boil-off gas deal with system and method of deal with same of lng carrier
KR20120052500A (en) * 2010-11-16 2012-05-24 대우조선해양 주식회사 Apparatus for disposing boil off gas of lngc or lpgc
KR20140092111A (en) * 2013-01-15 2014-07-23 현대중공업 주식회사 An Energy System of Ship
KR20150011301A (en) 2014-03-07 2015-01-30 한국해양대학교 산학협력단 Power control device for ship

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190024231A (en) * 2017-08-31 2019-03-08 현대중공업 주식회사 Power management system and ship having the same

Also Published As

Publication number Publication date
KR101681044B1 (en) 2016-12-02

Similar Documents

Publication Publication Date Title
US10615601B2 (en) Ship and power managing method of the same
KR101680317B1 (en) Ship
KR101645703B1 (en) a ship including a battery
KR102461193B1 (en) Ship and power managing method of the same
KR101680323B1 (en) Ship, control system for ESS and method thereof
US9771824B2 (en) Method and system for an electric and steam supply system
KR20200064314A (en) Hybrid ship
KR101291246B1 (en) Ship using bog for dynamic positioning system
KR101711459B1 (en) Ship and power managing method of the same
KR101681044B1 (en) Ship
KR101775042B1 (en) Control apparatus and method of dual fuel engine
JP6633055B2 (en) LNG carrier propulsion device and LNG carrier
KR20140038763A (en) Ship having fuel cell system for carrying liquefied natural gas
KR101680321B1 (en) ESS control apparatus
KR101924224B1 (en) Ship
KR20160133707A (en) Ship and power managing method of the same
KR20210056466A (en) Ship and system for managing energy of the same
KR102017910B1 (en) A floating offshore structure and a management method for the same
KR101599400B1 (en) Electric Heating System And Method
KR20160009182A (en) A floating offshore structure and a management method for the same
KR102242209B1 (en) load control system, method and ship having the same
KR20220047038A (en) Ship
KR101629363B1 (en) Electric power producing system using waste heat recovery
KR102160847B1 (en) treatment system of liquefied gas and ship having the same
KR20230060673A (en) LNG Carrier and Vaporized gas treatment method

Legal Events

Date Code Title Description
A201 Request for examination
GRNT Written decision to grant