KR20210002424A - A Gas Regasification System and Vessel having the same - Google Patents

Abstract

According to the present invention, a ship including a gas regasification system includes: a hull having an inner space; vaporization parts provided in an upper portion of the hull and vaporizing liquefied gas; a heat medium supply device provided in the inner space of the hull to supply a heat medium which is a non-explosive heat medium to a plurality of vaporization parts through a heat medium supply line; and a seawater supply device supplying seawater to the heat medium supply device. The heat medium supply device has a seawater heat exchanger heating the heat medium with the seawater. The seawater supply device has a seawater pump supplying the seawater to a heat source supply device. Moreover, a seawater line is connected between the seawater pump and the seawater heat exchanger in the inner space of the hull.

Description

A Gas Regasification System and Vessel having the same}

The present invention relates to a gas regasification system and a ship including the same.

In general, it is known that LNG is a clean fuel and its reserves are also richer than petroleum, and its usage is rapidly increasing as mining and transportation technologies are developed. Such LNG is generally stored in a liquid state by lowering the temperature to -162°C or less under 1 atmosphere of methane, the main component, and the volume of liquefied methane is about 1/600 of the volume of methane in the gaseous state, which is a standard state, and specific gravity Silver is 0.42, which is about one-half of the specific gravity of crude oil.

LNG is liquefied for ease of transport and is vaporized at the place of use after transport. However, due to the risk of natural disasters and terrorism, there is concern about installing LNG vaporization facilities on land.

For this reason, instead of the conventional liquefied natural gas regasification system installed on land, a regasification device is installed on an LNG carrier that carries liquefied natural gas to supply natural gas that has been vaporized on land. Is in the limelight.

In the LNG regasification system, the LNG stored in the liquefied gas storage tank is pressurized by a boosting pump and sent to the LNG carburetor, and vaporized to NG in the LNG carburetor and sent to a demander on land. Here, a lot of energy is required in the process of performing heat exchange to increase the temperature of LNG on the LNG vaporizer. Accordingly, various heat exchange technologies for efficient regasification are being studied in order to solve the problem that energy used in this process is wasted due to inefficient exchange.

The present invention was created to improve the conventional technology, and an object of the present invention is a gas regasification system capable of maximizing the regasification efficiency of liquefied gas, improving space utilization in a ship, and reducing construction costs, and a ship including the same It is to provide.

A ship having a gas regasification system according to the present invention includes a hull having an interior space; A vaporization unit provided on the upper part of the hull and vaporizing liquefied gas; A heat medium supply device provided in the inner space of the hull to supply a heat medium, which is a non-explosive medium, to the plurality of vaporization units through a heat medium supply line; And a seawater supply device for supplying seawater to the heat medium supply device, wherein the heat medium supply device has a seawater heat exchanger that heats the heat medium with seawater, and the seawater supply device includes seawater supplying seawater to the heat source supply device. It has a pump, characterized in that the seawater line is connected between the seawater pump and the seawater heat exchanger in the inner space of the hull.

Specifically, the heat medium supply device and the seawater supply device may be disposed in an engine room in which a propulsion engine is provided among the inner space of the hull.

In the gas regasification system according to the present invention and a ship including the same, intermediate heat medium treatment devices that heat exchange with liquefied gas to regasify are arranged inside the ship, thereby reducing the cost of system construction and maximizing space utilization in the ship. have.

In addition, the gas regasification system according to the present invention and the ship including the same have an effect of improving the structural stability of the deck in the ship by forming an intermediate heat medium supply line for supplying the intermediate heat medium to the carburetor as a common line.

1 is a conceptual diagram of a ship including a gas regasification system according to an embodiment of the present invention.
2 is a plan view of a third deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention.
3 is a plan view of a fourth deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention.
4 is a plan view of a floor deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention.
5 is a conceptual diagram of a seawater supply device on a floor deck of a ship including a gas regasification system according to an embodiment of the present invention.
6 is a plan view of a tank top deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention.
7 is a conceptual diagram of a gas regasification system according to an embodiment of the present invention.
8 is a conceptual diagram showing in detail the construction of a common line in a gas regasification system according to an embodiment of the present invention.

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

Hereinafter, in the present specification, liquefied gas may be used in the sense of encompassing all gaseous fuels generally stored in a liquid state, such as LNG or LPG, ethylene, ammonia, etc., and liquefied gas also for convenience when not in a liquid state by heating or pressurization. It can be expressed as This can be applied to boil-off gas as well. In addition, for convenience, LNG can be used to mean not only NG (Natural Gas) in a liquid state, but also NG in a supercritical state, and the evaporation gas is used as a meaning including not only gaseous evaporation gas but also liquefied evaporation gas. I can.

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

1 is a conceptual diagram of a ship including a gas regasification system according to an embodiment of the present invention, FIG. 2 is a plan view of a third deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention, 3 is a plan view of a fourth deck in an engine room of a ship including a gas regasification system according to an embodiment of the present invention, and FIG. 4 is a floor in the engine room of a ship including a gas regasification system according to an embodiment of the present invention A plan view of the deck, Figure 5 is a conceptual diagram of a seawater supply device on the floor deck of a ship including a gas regasification system according to an embodiment of the present invention, Figure 6 is a gas regasification system in accordance with an embodiment of the present invention. It is a plan view of the tank top deck in the engine room of the ship.

1 to 6, the ship 1 including the gas regasification system 2 according to the embodiment of the present invention, a liquefied gas storage tank 10, a feeding pump 20, a suction drum (30), a vaporization unit 40, a seawater heat exchanger 41, a heat medium pump 42, a heat medium storage tank 43, a sea water pump 51, and a gas regasification system 2 is installed on the ship ( 1) has a hull (not shown) composed of a bow part 101, a central part 102, a stern part 103, an upper deck 104, and a bottom part 105.

The ship 1 including the gas regasification system 2 according to the embodiment of the present invention transmits the power produced by the propulsion engine E of the engine room ER disposed in the stern part 103 to the propeller shaft ( S) is propelled by transmitting it to the propeller (P) and operating it. At this time, the power produced by the propulsion engine (E) is converted into power by the generator and the power is transferred to the propulsion motor (Mo), and the propeller shaft (S) rotates by the rotational force generated by the propulsion motor (Mo). (P) can work.

In addition, the vessel regasifies liquefied gas by installing a gas regasification system 2 on a liquefied gas carrier (not shown) in order to regasify the liquefied gas at sea and supply the liquefied gas to the onshore terminal. It may be a ship (LNG RV) or a floating liquefied gas storage and regasification facility (FSRU).

Hereinafter, a ship 1 including a gas regasification system 2 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 6.

Before describing the ship 1 including the gas regasification system 2 according to the embodiment of the present invention, the gas regasification system 2 disposed on the ship 1 with reference to FIGS. 7 and 8 ) And basic flow paths organically connecting these individual components will be described. Here, the flow path may be a line through which a fluid flows, and is not limited thereto, and any configuration in which a fluid flows is possible.

7 is a conceptual diagram of a gas regasification system according to an embodiment of the present invention, and FIG. 8 is a conceptual diagram showing in detail the construction of a common line in the gas regasification system according to an embodiment of the present invention.

7 and 8, in an embodiment of the present invention, a liquefied gas supply line (L1), a regasification line (L2), a heat medium circulation line (L3), a seawater line (L4), a boil-off gas supply line (L5) , A liquefied gas storage tank 10, a feeding pump 20, a boosting pump 21, a suction drum 30, a vaporization unit 40, a first customer 70, and a boil-off gas compressor 80. Here, valves (not shown) capable of adjusting the opening degree may be installed in each line, and the supply amount of boil-off gas or liquefied gas may be controlled according to the adjustment of the opening degree of each valve.

The liquefied gas supply line L1 connects the liquefied gas storage tank 10 and the suction drum 30 and includes a feeding pump 20 to feed the liquefied gas stored in the liquefied gas storage tank 10. ) Can be supplied to the suction drum 30 through. At this time, the liquefied gas supply line L1 may be connected to the suction drum 30 and branched upstream of the suction drum 30 to be directly connected to the regasification line L2.

The regasification line (L2) is provided with a boosting pump (21) and a vaporization unit (40) connecting the suction drum (30) and the first customer (70), liquefied gas or liquefied temporarily stored in the suction drum (30). The liquefied gas directly supplied from the gas supply line L1 can be pressurized by the boosting pump 21 and regasified by the vaporization unit 40 to be supplied to the first consumer 70.

The heat medium circulation line L3 circulates the vaporization unit 40, the seawater heat exchanger 41 (shown in FIG. 1), and the heat medium pump 42 (shown in FIG. 1), and connects the heat medium to each of the components (gasification part ( 40), seawater heat exchanger 41, heat medium pump 42). Here, the heat medium circulation line L3 may have a diameter smaller than that of the seawater line L4.

In addition, the heat medium circulation line (L3) is each heat medium connected to the carburetors 401 to 404 constructed of four skids on the four trains (401a to 404a), the seawater heat exchanger (41), and the heat medium pump (42). The circulation lines L3a to L3d may be constructed as one common line (common line). At this time, the vaporization unit 40 is provided with first to fourth vaporizer skids 401 to 404 on the first to fourth trains 401a to 401d, and each of the first to fourth skids 401 to 404 Each of the branched heating medium circulation lines L3a to L3d branched from the heating medium circulation line L3 may be connected.

At this time, the heat medium supply line (L3), when the heat medium supply line (L3) consisting of a common line passes through the upper deck 104, only two are formed, so that the durability of the upper deck 104 of the stern 103 or the central part 102 is There is an effect of improving, and there is an effect of improving the system reliability by reducing the possibility of leakage of the heat medium.

In addition, the heat medium supply line (L3), it is possible to build an additional line in parallel, through this, it is possible to sufficiently secure the flow rate of glycol water that can be accommodated by one heat medium supply line (L3). In this case, the number of lines penetrating the upper deck 104 of the stern 103 may be four.

The seawater line L4 passes through a sea chest (SC; shown in FIG. 5) and a seawater heat exchanger 41 (shown in FIG. 1) to the left discharge hole (LH; shown in FIG. 5) or the right discharge hole ( RH; is connected to (shown in Figure 5), and is provided with a seawater pump 51 (shown in Figure 5) and a seawater heat exchanger 41 (shown in Figure 1), seawater through the seawater pump 51 It can be supplied to the heat exchanger (41). Here, the seawater line L4 may have a diameter larger than that of the heat medium circulation line L3 and may be formed by coating a material having corrosion resistance therein.

The boil-off gas supply line (L5) connects the liquefied gas storage tank 10 and the suction drum 30, and includes an boil-off gas compressor 80, so that the boil-off gas generated in the liquefied gas storage tank 10 is It may be pressurized by the compressor 80 and supplied to the suction drum 30. In this case, the boil-off gas supply line L5 may be connected to the lower side of the suction drum 30.

Hereinafter, individual components that are organically formed by the above-described lines L1 to L5 to implement the gas regasification system 2 will be described.

The liquefied gas storage tank 10 stores liquefied gas to be supplied to the first customer 70. The liquefied gas storage tank 10 must store the liquefied gas in a liquid state. At this time, the liquefied gas storage tank 10 may have a pressure tank shape.

Here, the liquefied gas storage tank 10 is disposed inside the hull, and may be formed in four, for example, in front of the engine room ER. In addition, the liquefied gas storage tank 10 is not particularly limited in various forms, such as a membrane-type tank, but not limited thereto, and a stand-alone tank.

In the liquefied gas storage tank 10, a cofferdam 106 may be disposed between each of the liquefied gas storage tanks 10, and a cofferdam 106 may also be disposed between the engine room ER and the liquefied gas storage tank 10. ) Can be placed.

The feeding pump 20 is provided on the liquefied gas supply line L1 and is installed inside or outside the liquefied gas storage tank 10 to transfer the liquefied gas stored in the liquefied gas storage tank 10 to the suction drum 30 Can be supplied.

Specifically, the feeding pump 20 is provided between the liquefied gas storage tank 10 and the suction drum 30 on the liquefied gas supply line L1 and supplies the liquefied gas stored in the liquefied gas storage tank 10 as a primary. It can be supplied to the suction drum 30 by pressing.

The feeding pump 20 may pressurize the liquefied gas stored in the liquefied gas storage tank 10 to 6 to 8 bar and supply it to the suction drum 30. Here, the feeding pump 20 may pressurize the liquefied gas discharged from the liquefied gas storage tank 10 to slightly increase the pressure and temperature, and the pressurized liquefied gas may still be in a liquid state.

At this time, the feeding pump 20 may be a submerged pump when provided inside the liquefied gas storage tank 10, and stored in the liquefied gas storage tank 10 when installed outside the liquefied gas storage tank 10 It may be provided at a position inside the hull lower than the level of the liquefied gas, and may be a centrifugal pump.

The boosting pump 21 may be provided between the suction drum 30 and the vaporization unit 40 on the liquefied gas supply line L1, and the liquefied gas or suction drum 30 supplied from the feeding pump 20 The liquefied gas supplied from may be pressurized to 50 to 120 bar and supplied to the vaporization unit 40.

The boosting pump 21 may pressurize the liquefied gas according to the pressure required by the first consumer 70, and may be configured as a centrifugal pump. Here, the boosting pump 21 may be provided above the upper deck 104 of the central part 102.

The suction drum 30 is connected to the liquefied gas supply line L1 to receive the liquefied gas from the liquefied gas storage tank 10 and temporarily store it.

Specifically, the suction drum 30 can receive the liquefied gas stored in the liquefied gas storage tank 10 from the feeding pump 20 through the liquefied gas supply line L1, and temporarily store the supplied liquefied gas. Liquefied gas may be separated into a liquid phase and a gas phase, and the separated liquid phase may be supplied to the boosting pump 21.

That is, the suction drum 30 temporarily stores liquefied gas to separate the liquid and gas phase, and then supplies the complete liquid to the boosting pump 21 so that the boosting pump 21 satisfies the effective suction head (NPSH). , This makes it possible to prevent cavitation in the boosting pump 21.

In addition, the suction drum 30 may be connected to the boil-off gas supply line L5 to receive and temporarily store the boil-off gas generated from the liquefied gas storage tank 10.

Specifically, the suction drum 30 may receive and temporarily store the boil-off gas generated in the liquefied gas storage tank 10 from the boil-off gas compressor 80 through the boil-off gas supply line L5.

Through this, the suction drum 30 may recondensate the liquefied gas temporarily stored by being supplied from the liquefied gas supply line L1 and the vaporized gas temporarily stored by heat exchange with each other. Here, the suction drum 30 may be formed in a pressure vessel type capable of withstanding pressure, and may withstand 6 to 8 bars or 6 to 15 bars.

Therefore, the suction drum 30 receives the boil-off gas and the liquefied gas at a pressure of about 6 to 8 bar (or even 6 to 15 bar) through the boil-off gas compressor 80 and the feeding pump 20 to provide a low-pressure boil-off gas. Alternatively, the recondensation efficiency is improved than that of the liquefied gas, and it is recondensed while maintaining the pressure and supplied to the boosting pump 21 to reduce the compression load of the boosting pump 21.

At this time, the suction drum 30 is provided with a spray unit (not shown) and a packing unit (not shown), so that the liquefied gas and boil-off gas that are temporarily stored can be effectively recondensed.

The spray unit is formed extending from the end of the liquefied gas supply line (L1) to the inside of the suction drum 30 to be provided above the packing unit, and sprays the liquefied gas supplied through the liquefied gas supply line (L1) to the packing unit. I can make it.

The spray unit may increase the contact area between the liquefied gas and the boil-off gas by spraying the liquid liquefied gas, and may perform a similar role to the packing unit.

The packing unit may be provided in the center of the suction drum 30, and the liquefied gas supplied on the liquefied gas supply line L1 and the boil-off gas supplied on the boil-off gas supply line L5 contact each other. You can form a gravel-like member inside to widen it. That is, the packing unit may form a number of pores through the gravel formed therein, and an area in contact with the boil-off gas may be increased while the liquefied gas flows through the pores.

Through this, the packing unit may improve the recondensation rate by increasing the heat exchange efficiency between the liquefied gas and the evaporated gas.

Here, the suction drum 30 is connected to the liquefied gas supply line (L1) at an upper position based on the packing part, and is connected to the boil-off gas supply line (L5) at a lower position to make full use of the fluid properties of the liquid and gas phase. I can. In addition, the suction drum 30 may be provided above the upper deck 104 of the central portion 102.

The vaporization unit 40 may be provided on the regasification line L2 to regasify the high-pressure liquefied gas discharged from the boosting pump 21.

Specifically, the vaporization unit 40 is provided on the regasification line L2 between the first customer 70 and the boosting pump 21, and vaporizes the high-pressure liquefied gas supplied from the boosting pump 21 to 1 The customer 70 can supply it in a desired state.

The vaporization unit 40 receives a heat medium through the heat medium circulation line L3 to heat exchange with the liquefied gas to vaporize the liquefied gas, and circulate the heat medium heat exchanged with the liquefied gas again through the heat medium circulation line L3.

The vaporization unit 40 may include a seawater heat exchanger 41 and a steam heat exchanger (not shown) on the heat medium circulation line L3 in order to continuously supply a heat source to the heat medium, and the heat medium pump 42 By providing a heat medium can be circulated in the heat medium circulation line (L3).

At this time, the vaporization unit 40 may use a non-explosive heat medium such as glycol water, sea water, steam, or engine exhaust gas as a heat medium for vaporizing liquefied gas, and vaporization of high pressure The liquefied gas can be supplied to the first consumer 70 without pressure fluctuation.

Here, the vaporization unit 40 may be disposed above the upper deck 104 of the central part 101, and the seawater heat exchanger 41, the steam heat exchanger, and the heat medium pump 42 are modularized to the inside of the engine room ER. Can be placed in the space of. For example, the seawater heat exchanger 41, the steam heat exchanger, and the heat medium pump 42 may be modularized and disposed inside the hull, preferably in the engine room ER.

An example in which the seawater heat exchanger 41, the steam heat exchanger, and the heat medium pump 42 are disposed inside the engine room ER will be described later with reference to FIGS. 1 to 6.

The first consumer 70 may receive and consume the liquefied gas vaporized by the vaporization unit 40. Here, the first consumer 70 may be supplied with gaseous liquefied gas by vaporizing liquefied gas, and may be a land terminal installed on land or a marine terminal floating on the sea.

In the embodiment of the present invention, a second consumer (not shown) may be further included.

The second consumer receives the boil-off gas generated from the liquefied gas storage tank 10 and uses it as fuel. That is, the second customer needs the boil-off gas and can be driven using it as a raw material. The second consumer may be a generator (for example, a heterogeneous fuel power generation engine (DFDG), a gas combustion device (GCU)), but is not limited thereto, but a boiler may be excluded.

Specifically, the second consumer is connected to the boil-off gas branch line (not shown) branching off the boil-off gas compressor 80 on the boil-off gas supply line (L5) to receive boil-off gas, and to the boil-off gas compressor 80 By this, it can be used as fuel by receiving the pressurized boil-off gas at a low pressure of about 1 to 6 bar (maximum 15 bar).

In addition, the second consumer may be a heterogeneous fuel engine capable of using different types of fuel, and thus oil as well as boil-off gas can be used as fuel, but boil-off gas or oil is not supplied by mixing boil-off gas and oil. I can. This is to block the supply of the two materials with different combustion temperatures, thereby preventing the second consumer's efficiency from deteriorating.

Here, the second customer may be provided in the engine room ER provided inside the stern 103, and the second customer may be connected to a steam heat exchanger and a steam line (not shown).

When the second customer is a gas combustion device, the boil-off gas burned in the gas combustion device may be discharged to the outside through a vent mast V disposed on the upper deck 104 of the hull.

The boil-off gas compressor 80 may pressurize the boil-off gas generated in the liquefied gas storage tank 10 and supply it to the suction drum 30 or a second customer. Here, the boil-off gas compressor 80 may be disposed in a compressor room (not shown), and a motor room (not shown) may be disposed on a side of the compressor room.

Specifically, the boil-off gas compressor 80 is provided on the boil-off gas supply line L5 and pressurizes the boil-off gas generated in the liquefied gas storage tank 10 to about 6 to 8 bar or 6 to 15 bar, and the suction drum 30 ) Or to a second consumer. In this case, the second customer may receive the boil-off gas through the boil-off gas branch line branching from the boil-off gas supply line L5.

The boil-off gas compressor 80 may be provided in plural to pressurize the boil-off gas in multiple stages, and for example, the boil-off gas compressor 80 is provided with three to pressurize the boil-off gas in three stages. The three-stage compressor as an example here is only an example and is not limited to the third stage.

In an embodiment of the present invention, an evaporative gas cooler (not shown) may be provided at each rear end of the evaporative gas compressor 80. When the boil-off gas is pressurized by the boil-off gas compressor 80, the temperature of the boil-off gas can be lowered again by using the boil-off gas cooler in this embodiment. Boil-off gas coolers may be installed in the same number as the boil-off gas compressors 80, and each boil-off gas cooler may be provided downstream of each boil-off gas compressor 80.

In addition, in the embodiment of the present invention, when the boil-off gas compressor 80 is provided in parallel so that the amount of boil-off gas generated in the liquefied gas storage tank 10 increases rapidly, all of them can be accommodated, or If one of the 80 causes a malfunction or is shut down, the other boil-off gas compressor 80 can operate, so that the boil-off gas generated in the liquefied gas storage tank 10 can be efficiently received and processed. I can. Here, the boil-off gas compressor 80 may be provided above the upper deck 104 of the central part 102.

Hereinafter, the seawater heat exchanger 41, the steam heat exchanger and the heat medium pump 42, the heat medium storage tank 43, the sea water pump 51, as well as the configuration of various devices are arranged inside the engine room ER. Will be described in detail through FIGS. 1 to 6.

In an embodiment of the present invention, a boiler previously installed in the engine room ER is removed, and a heat medium supply device such as a seawater heat exchanger 41, a heat medium pump 42, and a heat medium storage tank 43 is provided in the engine room ER. ) Can be placed in front of the engine (E).

As the boiler is removed, a space for the engine E to move in the stern direction is secured from the 4th deck (D4), and due to this, the seawater heat exchanger 41 and the heat source pump 42 are located in front of the engine E. Space to be placed is secured.

In addition, as the heat medium supply device is used as a non-explosive heat medium, it can be placed on board the ship, and it can be arranged in the engine room (ER) among the inside of the ship, so that a lot of space on the upper deck 104 can be secured. There is an effect of increasing the space utilization of.

At this time, the engine (E) is a method in which power is transmitted to the motor (Mo) and the motor (Mo) is directly connected to the shaft (S) rather than a method that is directly connected to the propeller shaft (S) with a different fuel engine (DFDE). I can.

In the engine room (ER), the upper deck 104 of the uppermost side is formed, and a second deck (2nd Deck; D2), a third deck (3rd Deck; D3), force on the lower side of the upper deck 104 is formed. Deck may be formed in the order of Fourth Deck (4th Deck; D4), Floor Deck (D5), and Tank Top Deck (D6).

A cabin (C) and a stack (Ch) may be formed on an upper side of the upper deck 104 of the engine room (ER), and a regasification unit room 2000 may be disposed in front of the cabin (C).

The cabin (C) has a higher height than the cabin (C) installed in a conventional ship because the regasification unit room (2000) is located in the center portion (102) of the hull, so that the visibility of the cabin (C) can be sufficiently secured. It may be formed low, and a Cargo Switch Board Room (2001) for controlling power to be supplied to the regasification unit room 2000 may be installed inside.

The stack Ch is disposed at the rear of the cabin C, and may discharge exhaust gas or air inside the engine compartment ER to the outside.

The regasification unit room 2000 may accommodate the boosting pump 21, the suction drum 30, the first to fourth vaporizers 401 to 404 of the vaporization unit 40, and the boil-off gas compressor 80, and As a facility that processes liquefied gas, it can be formed to be sealed from the outside.

The second deck D2 is disposed directly below the upper deck 104, and various devices installed in the engine room ER may be disposed.

The third deck (D3; see FIG. 2) is disposed directly below the second deck D2, and the transfer room TR and the convert room CVR may be disposed, and the engine E and the seawater heat exchanger 41 ) Can be communicated. At this time, the transfer room TR and the convert room CVR are arranged closer to the stern direction, so that sufficient space for the seawater heat exchanger 41 to be disposed in the bow direction may be secured. Here, the transfer room TR and the convert room CVR may convert or process power generated by the engine E and supply the converted power to a power consumer.

The force deck D4 (see FIG. 3) is disposed directly under the third deck D3, and the engine E, the seawater heat exchanger 41, and the heat medium pump 42 may be disposed. In this case, when a steam heat exchanger (not shown) is additionally provided in the gas regasification system 2, the steam heat exchanger may also be disposed on the force deck D4.

As an example, four engines E may be provided to be disposed closer to the stern direction, and the height may be high so that the third deck D3 may be formed over the force deck D4. In this case, a hole may be formed in the third deck D3 to allow the engine E to communicate.

For example, four seawater heat exchangers 41 may be provided to be disposed close to the bow direction, and may be formed up to the third deck D3 over the force deck D4 due to their high height. In this case, a hole may be formed in the third deck D3 so that the seawater heat exchanger 41 can communicate with each other.

The seawater heat exchanger 41 is provided on the seawater line L4 and the heat medium circulation line L3 to exchange heat between the seawater supplied through the seawater line L4 and the heat medium supplied through the heat medium circulation line L3. , It can function to transfer the heat source of seawater to the heating medium.

The seawater heat exchanger 41 may be disposed on the force deck D4 of the inner space of the engine room ER, at a position adjacent to the seawater outlet (not shown), and may be disposed on the sea level or lower than the sea level. I can.

Through this, the seawater line L4 discharged from the seawater heat exchanger 41 may be formed short, so that a vacuum phenomenon occurring when seawater is discharged to the outside may be prevented.

A plurality of heat medium pumps 42 may be formed and disposed in the forward direction of the seawater heat exchanger 41 on the force deck D4.

The heat medium pump 42 is provided on the heat medium circulation line L3 and can circulate the heat medium to the seawater heat exchanger 41 and the steam heat exchanger provided on the heat medium circulation line L3.

The heat medium pump 42 may be modularized with the seawater heat exchanger 41 to be provided in the inner space of the engine room ER of the stern part 103, and the force deck D4 in the inner space of the engine room ER ) Can be placed on. In this case, the heat medium pump 42 may be formed on the sea level or at a position lower than the sea level.

In a conventional gas regasification system (not shown), a seawater heat exchanger and a heat medium pump are disposed above the upper deck 104 of the hull, so that the length of the seawater line connecting the seawater pump and the seawater heat exchanger is very long. Since the seawater line must have corrosion resistance and use a pipe with a large diameter, the cost is very high. As described above, the seawater line L4 has a problem that the length of the seawater line L4 is very long and thus the construction cost is enormous.

Accordingly, in the embodiment of the present invention, the seawater heat exchanger 41 is modularized together with the heat medium pump 42 and disposed on the force deck D4 of the engine room ER among the inner space of the stern part 103, and in particular, seawater By arranging it in a position adjacent to the outlet, the seawater line (L4) is drastically reduced, thereby minimizing construction cost.

As described above, in the embodiment of the present invention, since the heat medium uses a non-explosive heat medium, configurations using a heat medium (heat medium supplying device) can be arranged inside the hull, and configurations using a heat medium (heat medium supplying device) Since it can be configured by modularizing, it is implemented so that components that use a heat medium (heat medium supply device) can be arranged inside the hull.

The steam heat exchanger is provided on the steam line and the heat medium circulation line (L3) to exchange heat between the steam supplied through the steam line and the heat medium supplied through the heat medium circulation line (L3), and additionally transfer the heat source of seawater to the heat medium. Can function. Here, the steam is suboptimal to seawater and can exchange heat with the heat medium. That is, when the heat source supplied from seawater is insufficient, the steam may selectively supply the heat source to the heat medium to supplement it.

The floor deck D5 (refer to FIG. 4) is disposed directly under the force deck D4, and a motor Mo, a shaft S, and a seawater pump 51 may be disposed.

The motor (Mo) receives power from the engine (E) to generate power, and transmits the generated power to the directly connected shaft (S) so that the shaft (S) can rotate the propeller (P).

The motor Mo may be disposed directly below the engine E, that is, at a position closer to the stern direction.

The seawater pump 51 supplies seawater to the seawater heat exchanger 41 through the seawater line L4, and on the bottom portion 105 of the inner space of the stern portion 103 (preferably, a seawater inlet (shown Not) can be placed adjacent to).

The seawater pump 51 is disposed on the floor deck D5 and provided under the seawater heat exchanger 41 disposed on the force deck D4, and thus the seawater pump 51 and the seawater heat exchanger 41 Since the height difference is reduced, the head of the seawater pump 51 is reduced, thereby reducing OPEX.

The tank top deck D6 (see FIG. 6) is disposed directly below the floor deck D5, and a heat medium storage tank 43 may be disposed.

The heat medium storage tank 43 is a tank that temporarily stores heat medium for repair of the heat medium supply device (preferably seawater heat exchanger 41), and is disposed below the seawater heat exchanger 41 and closer to the bow direction. Can be placed.

Specifically, the heat medium storage tank 43 is disposed further below the floor deck D5, which is the lower side of the force deck D4 on which the seawater heat exchanger 41 is disposed, thereby increasing the space utilization on the floor deck D5. And, when the heat medium supply device is repaired, the construction of a separate transfer pump for draining the heat medium is omitted, thereby reducing construction cost.

In addition, the heat medium storage tank 43 is branched from the lowest position in the heat medium circulation line L3 between the seawater heat exchanger 41 and the heat medium pump 42, that is, the closest position to the force deck D4. It is connected to the heating medium circulation line L3 to receive the heating medium.

In addition, in the embodiment of the present invention, when the heat medium circulation line (L3) penetrates the upper deck 104 and is connected to the vaporization unit 40, via the cofferdam 106 formed in front of the engine room (ER). Can be connected.

Specifically, the heat medium circulation line (L3) horizontally penetrates the cofferdam 106 in the direction of the cofferdam 106 in the engine room (ER) and is introduced into the cofferdam 106, and is vertically in the cofferdam 106. After ascending, it may be connected to the vaporization unit 40 in the regasification unit room 2000 through the upper deck 104 on the cofferdam 106. At this time, a collecting device (not shown) for collecting the leaking heat medium may be disposed at the lowermost side of the cofferdam 106.

Through this, when the heat medium circulation line (L3) passes through the upper deck 104, there is no need to construct a separate ventilation system, thereby reducing the construction cost.

In an embodiment of the present invention, each of the heat medium supply lines connected to the vaporizers 401 to 404 constructed of four skids and the seawater heat exchanger 41 and the heat medium pump 42 as shown in FIGS. 7 and 8 (L3) can be built as one common line (common line). At this time, the vaporization unit 40 is provided with first to fourth vaporizer skids 401 to 404 on the first to fourth trains 401a to 401d, and each of the first to fourth skids 401 to 404 Each of the branched heat medium supply lines L3a to L3d branched from the heat medium supply line L3 may be connected to the heat medium supply line L3.

Specifically, the heat medium supply line (L3) may be formed so that the portion communicating with the upper deck 104 has one common line, and is preferably formed to have one common line in the cofferdam 106 I can.

That is, conventionally, when the heat source supply line is connected to each of the carburettors constructed with four skids, the upper deck has eight penetrations (inlet line and lead-out line), reducing the durability of the upper deck, but in the embodiment of the present invention, common line When the heat source supply line (L3) made of is formed through the upper deck 104, only two are formed to improve the durability of the upper deck 104, and there is an effect of improving system reliability by reducing the possibility of leakage of the heat medium.

At this time, the heat medium supply line (L3), it is possible to construct an additional line in parallel, through this, it is possible to sufficiently secure the flow rate of the heat medium that can be accommodated by one heat medium supply line (L3). In this case, the number of lines passing through the upper deck 104 may be four.

That is, the heat medium supply line L3 is a bypass line (not shown) in parallel to the heat medium supply line L3 formed in the cofferdam 106 so as to bypass one common line formed in the cofferdam 106 It may further include.

Here, the cofferdam 106 may be a cofferdam 106 between the engine room ER and the liquefied gas storage tank 10, that is, a cofferdam 106 disposed at a position closest to the engine room ER.

In addition, in the embodiment of the present invention, an expansion tank (not shown) for maintaining the pressure of the heat medium circulation line L3 as a heat medium supply device may be further included.

In the embodiment of the present invention, the arrangement of the heating medium supply device may be arranged in the order of the expansion tank, the seawater heat exchanger 41, the heating medium pump 42, and the vaporization unit 40 based on the flow of the heating medium. Compared to the conventional structure in which the expansion tank, the heat medium pump, the sea water heat exchanger, and the vaporizer are arranged in the order of the heat medium flow, the allowable pressure of the sea water heat exchanger 41 is lowered, so that the construction cost of the sea water heat exchanger 41 is reduced. There is an effect of saving.

Here, the seawater heat exchanger 41 may be a PCHE type heat exchanger, and the pressure of the heat medium flowing into the seawater heat exchanger 41 is approximately 2.5 bar, and the pressure of the heat medium flowing from the seawater heat exchanger 41 to the heat medium pump 42 The pressure may be about 0.5 bar and the pressure of the heat medium discharged from the heat medium pump 42 may be about 15 bar. At this time, the pressure of seawater flowing into the seawater heat exchanger 41 may be approximately 2 to 3 bar.

In addition, a seawater supply apparatus will be described with reference to FIGS. 4 and 5 in an embodiment of the present invention. Here, the sea chest (SC in FIG. 4, SC1 to SC3 in FIG. 5) is disposed at the lowermost side of the hull, but in FIGS. 4 and 5 showing the floor deck D5 in consideration of the connection relationship with the seawater pump 51 Please note that it is shown in

As shown in FIGS. 4 and 5, the seawater supply device includes a sea chest (SC in FIG. 4, SC1 to SC3 in FIG. 5 ), and a seawater pump 51 into which the incoming seawater is introduced.

The seawater pump 51 may have a seawater line L4 connecting to a sea chest (SC in FIG. 4 and SC1 to SC3 in FIG. 5 ), respectively, and connected to each other.

In the conventional seawater supply system, a sea chest through which incoming seawater is introduced is disposed only on one side of the lowermost side of the hull, and accordingly, there is a concern that hot seawater will be introduced due to the temperature of the discharged seawater discharged from the gas regasification system. Existed.

In order to solve this problem, the seawater supply apparatus according to the present embodiment includes a first sea chest (SC in FIG. 4, SC1 to SC3 in FIG. 5) disposed on both sides of the lowermost side of the hull, and disposed on the starboard in FIG. Sea chest (SC) and seawater discharged from the left side of the hull when incoming seawater is brought in from the first and second sea chests (Sea Chest 1 and 2; SC1 and SC2) arranged on the starboard in FIG. Is discharged to the left outlet (LH), and inflow seawater is supplied from the second sea chest (SC) disposed on the port side in FIG. 4 and the third sea chest (Sea Chest 3; SC3) disposed on the port side in FIG. By discharging the discharged seawater to the right discharge port (RH) so that seawater is discharged from the right side of the ship when entering, the temperature of the seawater entering the sea chest (SC in FIG. 4, SC1 to SC3 in FIG. 5) can be constantly secured. It works.

At this time, the control of the incoming seawater and the discharged seawater can be controlled by a separate control unit (not shown), and the control unit is the incoming seawater from the first and second sea chests (the sea chest on the port side and the sea chest on the starboard side). And it is possible to control the flow of the seawater discharged from the left outlet (LH) and the right outlet (RH). Here, the controller may be connected to a separate control valve disposed on the seawater line L4 by wire or wirelessly to control the incoming seawater or the discharged seawater according to the opening degree control instruction.

That is, the control unit may control the inflow or outflow of the inflow seawater and the discharging seawater in opposite positions with respect to the hull.

In addition, in an embodiment of the present invention, the sea chests (SC1, SC2) disposed on the starboard side as shown in FIG. 5 are used as the first sea chest (Sea Chest 1; SC1; stern sea chest) and the second sea chest (Sea Chest 2). ; SC2; Player Sea Chest) can be divided into two. In this case, there is an effect of securing a more constant temperature of seawater flowing into the sea chest. Here, the present embodiment is divided into two for convenience of description, but is not limited thereto and may be divided into a plurality of pieces.

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

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

1: ship 2: gas regasification system
10: liquefied gas storage tank 20: feeding pump
21: boosting pump 30: suction drum
40: vaporizer 401: first vaporizer
401a: first carburetor train 402: second carburetor
402a: second carburetor train 403: third carburetor
403a: third carburetor train 404: fourth carburetor
404a: fourth carburetor train 41: seawater heat exchanger
42: heat medium pump 43: heat medium storage tank
51: seawater pump 70: first customer
80: boil-off gas compressor 101: head portion
102: central portion 103: stern portion
104: upper deck 105: bottom of the ship
106: cofferdam 2000: regasification unit room
2001: Cargo Switchboard Room
TR: Transfer Room CVT: Convert Room
E: Engine C: Cabin
Ch: Stack ER: Engine room
V: Vent mast D2: Second deck
D3: Third Deck D4: Force Deck
D5: Floor deck D6: Tank top deck
Mo: propulsion motor SC: sea chest
SC1~SC3: 1st to 3rd Sea Chest RH: Right exit
LH: left outlet
L1: liquefied gas supply line L2: regasification line
L3: heat medium circulation line L4: seawater line
L5: Boil-off gas supply line

Claims (2)

Hull with interior space;
A vaporization unit provided on the upper part of the hull and vaporizing liquefied gas;
A heat medium supply device provided in the inner space of the hull to supply a heat medium, which is a non-explosive medium, to the plurality of vaporization units through a heat medium supply line; And
It includes a seawater supply device for supplying seawater to the heating medium supply device,
The heat medium supply device has a seawater heat exchanger for heating the heat medium with seawater,
The seawater supply device has a seawater pump for supplying seawater to the heat source supply device,
A ship having a gas regasification system, characterized in that a seawater line is connected between the seawater pump and the seawater heat exchanger in the inner space of the hull. The method of claim 1, wherein the heat medium supply device and the seawater supply device,
Ship with a gas regasification system, characterized in that disposed in the engine room in which the propulsion engine is provided among the inner space of the hull.

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