KR20210087798A - Air Cooling System and Air Cooling Method of Vessel - Google Patents

Abstract

The present invention is an air cooling system of a vessel, configured to cool ventilation air introduced into an engine room and supply cooled ventilation air into an air conditioning area and a cabin area in the engine room so as to reduce electric power used to drive an air conditioning device. The air cooling system of a vessel according to the present invention comprises: an engine room provided in the stern portion of the hull and equipped with an engine; a cabin area provided on the deck on an upper portion of the engine room; and a regasification facility which vaporizes liquefied gas and supplies the vaporized liquefied gas to an onshore gas demander. The air cooling system of a vessel further comprises: an engine room fan which draws air into the vessel; an engine room air cooler which heat-exchanges the air drawn in by the engine room fan with a heat transfer medium cooled while vaporizing liquefied gas in the regasification facility so as to cool the air; a third damper, wherein opening and closing of the third damper is controlled so that the air cooled by the engine room air cooler flows to a third duct, and the cooled air flows into the engine room from the third duct; and a fifth damper, wherein opening and closing of the fifth damper is controlled so that the cooled air flows into the cabin area from the third duct.

Description

Air Cooling System and Air Cooling Method of Vessel

The present invention relates to an air cooling system for a ship capable of reducing power for operating an air conditioner by cooling intake air flowing into an engine room and supplying it to an air conditioning area and a cabin area in an engine room.

In general, equipment installed on a ship and areas such as engine rooms or living quarters must maintain a set temperature, so an air conditioning system is required. This is to provide a comfortable environment for work and to maintain the operating temperature of the equipment. Some areas require the composition of air conditioning system according to the classification regulations of ships.

Typically, the air conditioning system is composed of an engine room, a cargo control room, a workshop, a switch board room, an electric equipment room, a cabin area and There is a wheel house, etc.

Conventional ship air conditioners are installed independently in each of the above-mentioned zones or have a common central refrigerant system and used to circulate cooled air to each zone.

Such a refrigerant system consists of a compressor for compressing the refrigerant, a condenser of the refrigerant using cooling water, an evaporator for cooling air with the refrigerant, and a circulation fan for circulating air, so power consumption for compressing the refrigerant is large. There is this.

LNG regasification vessels or floating offshore structures such as LNG RV (LNG Regasification Vessel) or LNG FSRU (Floating Storage and Regasification Unit) (hereinafter collectively referred to as 'LNG regasification vessel') are ) is a ship whose purpose is to supply regasified natural gas to land.

The LNG regasification vessel is equipped with an LNG storage tank for storing LNG, and a regasification facility for regasifying the LNG stored in the LNG storage tank and supplying it to a consumer on land. It is transported to the demand on land through the pipe connected to the

Regasification of LNG The regasification facility of the vessel includes a vaporizer that vaporizes LNG as a heat source. Seawater is used as a heat source for vaporizing LNG in the vaporizer. That is, the seawater sucked from the sea is heat-exchanged with LNG to vaporize the LNG, and the low-temperature seawater that recovers the cold heat of the LNG while vaporizing the LNG is discharged back to the sea, so that the cold heat of the LNG is discarded into the sea.

The engine room is arranged in the hull of the stern of the regasification vessel, and a plurality of LNG storage tanks are installed in the remaining hull. installed on the deck.

In addition, the subsea pipe connected to transport the natural gas to land is connected from the regasification facility to the subsea pipe using the mooring device of the regasification vessel, and this mooring device is located in the bow.

Therefore, referring to FIG. 3 , the regasification facility (RG) is installed on the stem deck of the regasification vessel in order to operate safely while minimizing the pipe length in consideration of the location of the cabin area and the location of the mooring device. It was customary to

Therefore, the present invention is to solve the above problems, by installing a regasification facility on the upper deck of the engine room in the stern, recovering the cooling heat of the liquefied gas discarded in the regasification facility and cooling the air sucked into the engine room, An object of the present invention is to provide an air cooling system and method for a ship that can reduce power consumption and regasification cost for air cooling.

According to one aspect of the present invention for achieving the above object, it is provided in the stern hull, the engine room is provided with an engine; a cabin area provided on a deck above the engine room; and a regasification facility for vaporizing liquefied gas and supplying it to an onshore gas demander, comprising: an engine room fan for sucking air into the ship; an engine room air cooler for cooling the air sucked in by the engine room fan by heat exchange with a heat transfer medium cooled while vaporizing liquefied gas in the regasification facility; a third damper whose opening and closing is controlled so that the air cooled by the engine room air cooler flows to a third duct, and the cooled air flows into the engine room from the third duct; and a fifth damper whose opening and closing is controlled so that the cooled air flows into the cabin area from the third duct.

Preferably, the gas detector for detecting the gas inflow from the regasification facility to the engine room air cooler; and a control unit configured to close the third damper and the fifth damper when gas inflow is detected by the gas detector.

Preferably, the gas detector may include two or more sensing means for detecting the inflow of gas by different methods.

Preferably, a fourth damper that opens and closes so that the cooled air is discharged from the third duct to the outside, wherein the control unit opens the fourth damper when gas inflow is detected by the gas detector Air and residual gas in the third duct may be discharged to the outside.

Preferably, a water mist catcher installed in the third duct to remove moisture contained in the air cooled by the engine room air cooler; and a duct purge fan installed between the water mist catcher and the third damper and purging the air from which moisture has been removed from the water mist catcher from the third duct to the outside, wherein the control unit provides gas by the gas detector. When the inflow is detected, the duct purge fan may be operated to discharge the air and residual gas in the third duct to the outside.

Preferably, a second damper that opens and closes so that the air sucked in by the engine room fan is directly supplied to the engine room without being supplied to the engine room air cooler, wherein the control unit detects gas inflow by the gas detector Then, the second damper may be opened.

Preferably, the regasification facility includes: a vaporizer for vaporizing liquefied gas by heat exchange between the liquefied gas and a heat transfer medium; and a heat medium circulation pump that pressurizes the cooled heat transfer medium while vaporizing the liquefied gas in the vaporizer to recirculate it to the vaporizer or discharge it to the outside, wherein the air cooling system includes the cooled heat transfer medium discharged from the vaporizer. and a heat medium valve for controlling a flow path to be supplied to the heat medium circulation pump or the engine room air cooler, and the heat transfer medium heated while cooling the air in the engine room air cooler may be circulated to the heat medium circulation pump.

Preferably, the control unit may control the heat medium valve to open the heat medium valve toward the heat medium circulation pump when gas inflow is detected by the gas detector.

Preferably, it further comprises a sixth damper whose opening and closing is controlled so that the air sucked by the engine room fan is directly supplied to the engine room without being supplied to the engine room air cooler, the air supplied to the engine room through the third damper. When the temperature is lower than the set temperature, some of the air sucked by the engine room fan may be controlled to be supplied to the engine room through the sixth damper.

According to another aspect of the present invention for achieving the above object, it is provided in the stern hull, the engine room is provided with an engine; a regasification area provided on the upper deck of the engine room and provided with a regasification facility for vaporizing liquefied gas and supplying it to a gas demander on land; and a cabin area provided on the deck above the engine room; a second duct provided with an engine room air cooler for cooling the engine room with cold heat recovered while vaporizing the liquefied gas in the regasification facility; a third duct receiving the air cooled in the second duct and providing a path to be supplied to the engine room and cabin area; a gas detection means provided in the second duct or the third duct to detect the gas leaked from the regasification facility; and a discharge means for blocking the path of cooling air supplied from the third duct to the engine room and cabin area when gas is sensed by the gas detecting means, and for discharging the air and residual gas in the third duct to the outside; A ship is provided.

Preferably, it is installed between the cabin section and the regasification section, the first cofferdam to prevent the mutual intrusion of the fluid; and a second cofferdam installed between the regasification zone and the engine room to prevent mutual intrusion of fluids.

Preferably, it is installed between the cabin area and the engine room, it may include a third cofferdam to prevent the mutual intrusion of the fluid.

Preferably, the inlet and vent line of the cabin section may be installed at a position farthest from the inlet and vent line of the regasification section.

In addition, according to another aspect of the present invention for achieving the above object, it is provided in the stern hull, the engine room is provided with an engine; a cabin area provided on a deck above the engine room; and a regasification facility for vaporizing liquefied gas and supplying it to a gas demander on land, the method comprising: an air intake step of sucking air into the ship; an air cooling step of supplying the sucked air to a cooler and cooling the liquefied gas by heat exchange with a cooled heat transfer medium while vaporizing the liquefied gas in the regasification facility; and an air supply step of supplying the air cooled in the air cooling step to the engine room and/or cabin area.

Preferably, an ingress of gas from the regasification facility to the cooler is sensed, and when an ingress of gas is detected, the supply of air to the engine room and/or cabin area and the flow of heat transfer medium from the regasification facility are remotely shut off. blocking step; A purge step of discharging the cooled air to the outside may be included.

Preferably, when the inflow of the gas is sensed, an alternative air supply step of directly supplying the air sucked in the air intake step to the engine room without supplying the cooler to the cooler may be included.

Preferably, a heat medium circulation step of recirculating a heat transfer medium heated while cooling the air in the air cooling step to a vaporizer for vaporizing the liquefied gas; further comprising, when the inflow of the gas is sensed, the liquefied gas is vaporized It is possible to supply the cooled heat transfer medium to the heater that heats the heat transfer medium without supplying the cooled heat transfer medium to the cooler.

Preferably, when the temperature of the air cooled in the air cooling step is lower than the set temperature, it may include a temperature control step of directly supplying a portion of the air sucked in the air intake step to the engine room without supplying it to the cooler. have.

The air cooling system and method for a ship according to the present invention can cool the engine room intake air by liquefied gas regasification cooling heat, so that power consumption is significantly reduced compared to the method of cooling intake air using an existing refrigerant system. .

In particular, by installing the regasification facility in the upper part of the engine room in the stern part, the restriction on the distance is greatly reduced, and the air can be cooled by regasification cooling heat, and by combining the heat absorption required for regasification and the heat dissipation of the engine room facility. , can increase fuel efficiency in various ways.

In addition, it is possible to reduce the input amount of the heat source required to regasify the liquefied gas, thereby reducing the regasification cost.

In addition, a high level of reliability can be achieved by using a gas detector and a ducted purge fan.

1 is a schematic diagram illustrating an air cooling system for a ship according to an embodiment of the present invention.
Figure 2 is a schematic diagram showing the arrangement of the stern portion of the regasification vessel according to an embodiment of the present invention.
Figure 3 is a schematic diagram showing the configuration of the bow portion arrangement of the existing regasification vessel.

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

Hereinafter, the configuration and operation of the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. Here, in adding reference signs to the elements of each drawing, it should be noted that only the same elements are indicated by the same reference signs as possible even if they are indicated on different drawings. In addition, the following examples may be modified in various other forms, and the scope of the present invention is not limited to the following examples.

In an embodiment of the present invention to be described later, the liquefied gas may be a liquefied gas that can be transported by liquefying the gas at a low temperature, for example, LNG (Liquefied Natural Gas), LEG (Liquefied Ethane Gas), LPG (Liquefied Petroleum). Gas), liquefied ethylene gas (Liquefied Ethylene Gas), liquefied propylene gas (Liquefied Propylene Gas) may be a liquefied petrochemical gas. Alternatively, liquid gas such as liquefied carbon dioxide, liquefied hydrogen or liquefied ammonia may be used. However, in the embodiments to be described later, an example in which LNG, which is a representative liquefied gas, is applied will be described.

In addition, in one embodiment of the present invention, the vessel may be an LNG regasification vessel, and all types of vessels equipped with an LNG regasification facility capable of regasifying LNG and supplying it to a gas demander, that is, an LNG RV (Regasification Vessel) and It may be a ship having the same self-propelling capability, or an offshore structure that does not have a propulsion capability, such as an LNG FSRU (Floating Storage Regasification Unit), but is floating in the sea. However, in the embodiment to be described later, the LNG FSRU will be described as an example.

In addition, the LNG regasification vessel according to an embodiment of the present invention is characterized in that the LNG is regasified at sea and the regasified gas (regas) is supplied to a gas demander on land through a pipe network.

Hereinafter, an air cooling system and method for a ship according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2 .

First, referring to FIG. 2 , in a ship according to an embodiment of the present invention, an engine room or machinery room 200 is provided in the stern hull, and the engine room 200 is regasified on the upper deck. A cargo machinery room 100 and an accommodation 300 are arranged in which the equipment is installed.

In the engine room 200 , a main power generating engine (DFDE), a steam generating plant, various electrical equipment such as a starter and a panel, and various pumps are installed.

Between the engine room 200 and the regasification zone 100 and between the regasification facility 100 and the cabin area 300 or between the engine room 200 and the regasification area 100, the regasification facility 100 and the cabin area A cofferdam (CP) is provided between the 300 and between the engine room 200 and the cabin area 300 , respectively.

In an LNG regasification vessel, a plurality of storage tanks are provided in the hull, and in an embodiment of the present invention to be described later, the vessel will be described with an example provided with four LNG storage tanks. The four LNG storage tanks are sequentially from the storage tank disposed on the stem to the storage tank disposed on the stern, the first storage tank T1, the second storage tank, the third storage tank, and the fourth It is called a storage tank (T4).

LNG has a vapor pressure higher than atmospheric pressure, and has a boiling temperature of -162°C. Therefore, since LNG must be stored at -162°C in a ship, the LNG storage tank must have the functions of storage, temperature maintenance and airtightness of cryogenic liquid. To this end, the LNG storage tank includes an insulating material to block the inflow of heat from the outside, and is made of a special material that can withstand extremely low temperatures.

A regasification facility is installed in the regasification zone 100 disposed above the engine room of the stern part of this embodiment. A ship must be provided with a cargo machinery space that is essentially installed. In the ship according to this embodiment, the cargo machine room is disposed on the upper deck of the engine room, and the regasification area of this embodiment may be an area disposed within the cargo machine room. have. A regasification facility and other cargo handling facilities are installed in the cargo machine room.

In addition, the cargo machine room may be installed on the deck or by additionally occupying some space above the deck and the engine room 200 in the hull.

The regasification facility of this embodiment includes a regas feed pump (not shown) for supplying the LNG to be regasified from the LNG storage tank to the regasification facility; a high-pressure pump (not shown) that compresses the LNG transferred from the LNG storage tank to the pressure required by the gas demander; a vaporizer 110 for vaporizing the high-pressure LNG compressed in the high-pressure pump; and a heat source supply means for supplying a heat source necessary for vaporizing LNG.

The regas feed pump is installed in the LNG storage tank and may be a submerged type pump. In addition, the regasification supply pump may be a cryogenic pump that can be used even at a cryogenic temperature.

In the LNG storage tank of this embodiment, one regasification supply pump and two cargo pumps may be installed. In normal operation, LNG is supplied to a condenser and/or a high-pressure pump using a regasification supply pump. However, when the regasification supply pump fails, LNG may be supplied to the condenser and/or the high-pressure pump using the cargo pump.

The high-pressure pump of this embodiment compresses the boil-off gas condensed in the condenser and/or the LNG transferred from the LNG storage tank to a pressure (send out pressure) required to supply the LNG to the gas demander. The pressure required by the gas demander varies depending on the jetty, but is usually 50 bar to 200 bar. That is, the high-pressure pump can compress the LNG to about 50 to 200 bar.

The vaporizer 110 is a heat exchanger for revaporizing LNG by exchanging heat with the heat transfer medium supplied from the heat source supply means and LNG. Seawater may be used as a heat transfer medium for regasification of LNG. In the vaporizer 110, LNG may be vaporized by direct heat exchange with seawater or vaporized by indirect heat exchange.

When the vaporizer 110 is a direct heat exchange method, the heat source supply means may include a seawater pump that sucks seawater and supplies it to the vaporizer. At this time, the seawater cooled while vaporizing LNG in the vaporizer 110 is discharged to the sea.

On the other hand, in the case of the direct heat exchange method, seawater may be condensed by the cryogenic temperature of the LNG inside the vaporizer 110 . If seawater condenses inside the vaporizer 110, damage to the heat exchanger and leakage may occur.

In the case of the indirect heat exchange method, it is possible to solve the problem of seawater condensing inside the vaporizer 110, and in this embodiment, the indirect heat exchange method may be applied.

When the vaporizer 110 is an indirect heat exchange method, the heat source supply means includes a heat medium circulation pump 120 for circulating a heat transfer medium; Heat medium heater 130 for heating the heat transfer medium; and a heat medium valve 140 controlling a path of a low-temperature heat transfer medium whose temperature is lowered while vaporizing LNG in the vaporizer 110 .

In the indirect heat exchange method, the heat transfer medium may be glycol water or a propane refrigerant. In this embodiment, the heat transfer medium will be described as an example of glycol water.

The heat medium circulation pump 120 recirculates the low-temperature heat transfer medium discharged from the vaporizer 110 to the heat medium heater 130 . The heat transfer medium circulates through the heat medium circulation pump 120 , the heat medium heater 130 and the vaporizer 110 along the heat medium circulation line ML.

The heating medium heater 130 heats a low temperature heating medium and supplies it to the vaporizer 110 . The heat source for heating the low-temperature heating medium in the heating medium heater 130 may be seawater sucked by a seawater pump or steam generated by an onboard steam generating device. The heat source for heating the heating medium is supplied to the heating medium heater 130 along the heating medium heating line SL, and after heating the heating medium, the heat medium is discharged from the heating medium heater 130 in a lowered state.

The engine room 200 of this embodiment is provided with an engine room fan F1 that sucks in outside air and supplies it to the first duct DT1. A plurality of engine room fans F1 may be installed, and the air to be used as combustion air and cooling air of various equipment installed in the engine room 200 is sucked.

The first duct DT1 is a structure through which the air introduced through the engine room fan F1 flows.

The air introduced into the first duct DT1 is directly supplied to the engine room 200 through the second damper DP2 or the air to be cooled from the air introduced into the first duct DT1 flows through the second duct DT2. After passing through, it may be supplied to the engine room 200 .

The engine room air cooler 210 for cooling the air introduced into the second duct DT2 is provided in the second duct DT2.

Between the first duct DT1 and the second duct DT2 , a first damper DP1 whose opening and closing is controlled according to the operating state of the engine room air cooler 210 is provided.

The first damper DP1 is opened when the engine room air cooler 210 is in a normal operating state so that air flows from the first duct DT1 to the second duct DT2, and the engine room air cooler 210 is abnormal. Closed when in operation.

When the first damper DP1 is closed, the air in the first duct DT1 may be directly supplied to the engine room 200 by opening the second damper DP2 . In addition, the second damper DP2 is opened even when it is not necessary to cool the air introduced through the engine room fan F1 so that air is directly supplied to the engine room 200 without going through the engine room air cooler 210. .

Air cooled by the engine room air cooler 210 is introduced into the third duct DT3. The third duct DT3 is a structure through which air cooled in the engine room air cooler 210 flows, and is formed so that the cooled air flows into a device or area requiring cooling air, such as an engine, in the engine room 200 .

A water mist catcher 220 for removing moisture contained in the air cooled by the engine room air cooler 210 is installed in the third duct DT3, and a water mist catcher 220 is provided at a lower portion of the third duct DT3. A drain line for discharging the filtered water out of the third duct DT3 is installed. The drain line is connected to a drain storage tank 250 for storing condensate in the ship.

Cooling air from which moisture has been removed from the water mist catcher 220 is introduced into the engine room by controlling the opening and closing of the third damper DP3 that opens and closes between the third duct DT3 and the engine room 200 .

Meanwhile, in addition to the second damper DP2 installed between the first duct DT1 and the engine room 200 , a sixth damper DP6 may be additionally installed. When the temperature of the cooling air flowing into the engine room 200 through the third damper DP3 is lower than the set value, the uncooled air flows from the first duct DT1 to the engine room 200 in the sixth damper DP6. It flows in and serves to adjust to the set temperature range.

It is suitable that the temperature of the air cooled in the engine room air cooler 210 is about 2°C to 5°C. If the air is cooled to a lower temperature than that, moisture in the air may freeze, so cooling the air to about 2°C to 5°C is the most efficient temperature range.

In addition, a plurality of cooling air fans F2 may be installed in the third duct DT3. Air cooled in the engine room air cooler 210 may be supplied to the air conditioner service area 230 in the engine room 200 by the cooling air fan F2 . The plurality of cooling air fans F2 are installed to correspond to each of the plurality of air conditioner service areas 230 and are controlled to supply cooling air to the air conditioner service area 230 requiring cooling air.

Cooling air is supplied to the air conditioner service area 230 by each cooling air fan F2 , and the high-temperature air exchanged from the air conditioner service area 230 may be discharged to the engine room 200 .

An integrated air conditioner 240 is provided in the existing air conditioner service area 230 , and the integrated air conditioner 240 is an air conditioner in which a refrigerant compressor for cooling, an evaporator, a condenser, and a fan are integrally configured. That is, a separate centralized refrigerant cooling facility is provided to cool the corresponding area by evaporating the refrigerant in each air conditioner service area 230 using the refrigerant. However, according to the present embodiment, the previously installed integrated air conditioner 240 is used only in a situation in which the engine room air cooler 210 does not operate normally, thereby suppressing the use of a refrigerant compressor to reduce power consumption for air cooling. .

The engine room air cooler 210 of this embodiment is a cooling line branching from the heat medium line ML, which is a line through which the heat transfer medium cooled from the carburetor 110 of the regasification zone 100 is transferred to the heat medium circulation pump 120 ( CL) can be connected.

That is, in the engine room air cooler 210 of the present embodiment, the air is cooled by indirectly using the cooling heat of LNG through a heat transfer medium.

The heat transfer medium in the lowest temperature state in the regasification facility, which recovers the cold heat of LNG while vaporizing the LNG in the vaporizer 110, is discharged from the vaporizer 110 and is supplied to the engine room air cooler 210, and the remainder is circulated as a heating medium The heat medium may be supplied to the heater 130 through the pump 120 .

In addition, the heat transfer medium heated while cooling the air flowing in through the second duct DT2 from the engine room air cooler 210 joins the flow of the heat transfer medium supplied from the carburetor 110 to the heat medium circulation pump 120 to join the heat medium It is circulated to the heater 130 .

By cooling the engine room intake air using a heat transfer medium cooled while vaporizing LNG in the vaporizer 110 , it is not necessary to use a refrigerant cycle, so energy for cooling the air is significantly reduced.

In addition, the heat transfer medium heated while cooling the air in the engine room air cooler 210 is directly supplied to the carburetor 110 to regasify the LNG or is additionally heated by the heating medium heater 130 and then supplied to the carburetor 110 . Accordingly, the heating duty of the heating medium heater 130 can also be reduced.

Air to be used to maintain the temperature of the temperature maintenance space in the engine room 200 among the cooling air cooled by the engine room air cooler 210 and flowing through the third duct DT3 is supplied to the engine room through the third damper DP3 and , air to be supplied to the cabin area 300 (ventilation air) moves from the third duct DT3 to the cabin area 300 through the fifth duct DT5 connected to the cabin area 300 .

In the cabin area 300 , an air conditioner 310 is provided as a device for supplying ventilation air required for each air conditioning service area 320 of the cabin.

The air handling unit (AHU; Air Handling Unit) 310 is a facility in which a plurality of sections such as a heater, a cooler, a humidifier, and a fan F4 are formed in one package. The heater heats the air with electricity or steam. The cooler is an air conditioner unit, and includes an evaporator for evaporating the compressed and condensed refrigerant to cool the air. A humidifier controls the humidity of the air. In addition, the air conditioning fan F4 supplies air of an appropriate temperature and humidity controlled by a heater, a cooler, and a humidifier to each air conditioning service area.

The greatest load of the air conditioner 310 depends on the load of the cooler which is an air conditioner unit accompanied by compression of the refrigerant. However, according to the present embodiment, by supplying air cooled by heat exchange with a heat transfer medium cooled by vaporizing LNG in the engine room air cooler 210 to the air conditioner 310, the load on the cooler is reduced or the cooler It is possible to maintain the temperature of the cabin area 300 without operating.

The air conditioner 310 may be used by directly sucking the outside air, depending on the driving situation, or the air sucked by the engine room fan F1 may be supplied through the fifth duct DT5 and used, and some cabin areas may be used. It can also be recirculated after adjusting the temperature and humidity by re-inhaling the coarse air.

A fifth damper DP5 is installed between the third duct DT3 and the fifth duct DT5, and the air flow from the third duct DT3 to the fifth duct DT5 can be controlled by opening/closing control. .

Meanwhile, a heat medium valve 140 for controlling the flow path of the heat transfer medium is installed at a point where the cooling line CL is branched from the heat medium line ML. The heat medium valve 140 may be a three-way valve.

According to this embodiment, the regasification facility is installed on the upper deck of the engine room 200 of the stern, so that the regasification cold heat can be recovered and used in the engine room 200 .

The gas detector GD is installed in the second duct DT2 provided with the engine room air cooler 210 or the third duct DT3 through which the air cooled in the engine room air cooler 210 flows. The gas detector GD detects gas that may be introduced from the regasification facility.

The gas detector GD may be, for example, a means for detecting an inflow of a gas by analyzing a component of the fluid.

When gas inflow is detected by the gas detector GD, the heat medium valve 140 is opened toward the heat medium circulation pump 120 to block the heat transfer medium from flowing into the engine room air cooler 210 side.

In addition, when gas inflow is detected by the gas detector GD, the first damper DP1 is closed to prevent air from flowing into the second duct DT2 provided with the engine room air cooler 210 . At this time, the second damper DP2 is opened so that air sucked in by the engine room fan F1 flows into the engine room 200 through the second damper DP2.

In addition, when gas inflow is detected by the gas detector GD, the third damper DP3 is closed to prevent air from flowing into the engine room 200 from the third duct DT3.

A fourth duct DT4 provided to vent the air in the third duct DT3 to the outside is connected to the third duct DT3, and a fourth duct DT4 is connected between the third duct DT3 and the fourth duct DT4. Opening and closing is controlled by the damper DP4.

When the gas inflow is detected by the gas detector GD, the fourth damper DP4 is opened so that the air mixed with the residual gas in the third duct DP3 is discharged to the outside through the fourth duct DT4.

In addition, a duct purge fan F3 is installed in the third duct DT3 to purge the air in the third duct DT3 to the outside. When gas inflow is detected by the gas detector GD, the duct purge fan F3 ) to purge the air and residual gas in the third duct (DT3) to the outside.

As shown in FIG. 1 , the first duct DT1 and the second duct DT2 are formed such that the air flow direction is predominantly a horizontal direction, while the third duct DT3 has a vertical air flow direction. It can be formed so that the direction is predominant, which takes advantage of the fact that cold air is denser than hot air.

The fourth duct DT4 and the duct purge fan F3 are both provided as means for discharging the air and residual gas in the second duct DT2 and the third duct DT3 to the outside, and the fourth duct DT4 ) may be connected from an upper portion of the third duct DT3 than the duct purge fan F3 , and the duct purge fan F3 may be connected from a lower portion than the fourth duct DT4 . That is, the fourth duct DT4 may discharge the fluid present in the upper portion of the third duct DT3 , and the duct purge fan F3 may discharge the fluid present in the lower portion of the third duct DT3 .

In addition, the fourth duct DT4 may be installed on the upper portion of the water mist catcher 220 , and the duct purge fan F3 may be installed on the lower portion of the water mist catcher 220 .

The duct purge fan F3 may be installed above the drain line.

In addition, the third duct DT3 may further include a temperature sensor TT for detecting a cryogenic temperature to detect gas.

The control unit, when gas is detected in any one or more of the gas detector GD and the temperature detector TT, as described above, the heating medium valve 140, the duct purge fan F3, and the dampers DP1, DP2, DP3, DP4, By controlling DP5 and DP6, replacement air is introduced into the engine room 200 so that the residual gas is not supplied to the engine room 200 and the cabin area 300, and the residual gas is vented and purged.

On the other hand, the regasification vessel according to the present embodiment, the gas metering unit (gas metering unit) (not shown) for measuring the flow rate of the natural gas is regasified in the vaporizer 110 and transferred to a gas demanding destination; A high pressure (HP) manifold (not shown) connecting the onshore gas demander and the regasification vessel may be further included.

The gas metering unit may be a mass type or ultrasonic type flow meter, and is calibrated by a third party to ensure reliability.

Even if the LNG storage tank is insulated, the LNG is naturally vaporized in the LNG storage tank to generate boil-off gas (BOG), and the vessel is provided with means for properly processing the boil-off gas. BOG generated in the LNG storage tank raises the internal pressure of the LNG storage tank, and when the internal pressure is higher than the design pressure of the LNG storage tank, it may cause damage and cause serious danger. Therefore, there is a need for an appropriate treatment means for maintaining the internal pressure of the LNG storage tank at a certain level.

Accordingly, the regasification vessel according to the present embodiment may further include a boil-off gas treatment means. The BOG processing means of this embodiment includes an engine, a low-pressure compressor (LD (Low Duty) compressor) (not shown) that compresses the BOG to the pressure required by the engine, a condenser (not shown), and a high-pressure compressor (HP). (High Pressur) compressor) (not shown) may be included.

The temperature of the boil-off gas discharged from the LNG storage tank is about -120°C to -40°C, and the low-pressure compressor sucks the boil-off gas and compresses it to the required pressure, that is, in this embodiment, the pressure required by the engine. It may be a centrifugal compressor. In addition, the low-pressure compressor may be a multi-stage compressor that compresses boil-off gas to a target pressure in several stages, and a device such as an inlet guide vane for load control and an anti-surge valve for preventing surge surge valve). In addition, it may be configured to further include an intercooler for increasing compression efficiency by cooling the boil-off gas compressed in each stage, and a lubricating device for lubricating each operation unit.

In this embodiment, the engine may be a DFDE (Dual Fuel Diesel Electric) as a low-pressure engine for power generation. DFDE is a trunk piston type 4-stroke engine operating on the basis of Otto cycle, and 4 sets are installed in a 173.4k class FSRU.

DFDE can use both gas fuel and fuel oil as fuel, ie it can be operated in gas mode and diesel mode. When the DFDE is operated in gas mode, it is possible to generate electricity by using boil-off gas compressed to about 5 bar to 8 bar as a fuel. That is, the low-pressure compressor of the present embodiment can compress the boil-off gas to about 5 bar to 8 bar.

In addition, the DFDE may receive the air cooled by the engine room air cooler 210 as combustion air.

Power produced by DFDE is supplied to power demanders on board through the switchboard.

In addition, the DFDE is mostly operated in gas mode using the natural gas stored by the FSRU, and the number of operation units and the load of each engine are determined according to the required power load.

The condenser of this embodiment liquefies (condensates) the remaining BOG that is not supplied to the engine among the low-pressure BOG compressed by the low-pressure compressor using LNG. The low-pressure BOG compressed in the low-pressure compressor passes through the Joule-Thomson valve and flows into the condenser with a lowered temperature. In the condenser, the LNG transported by the pump from the LNG storage tank and the low-pressure BOG are mixed to liquefy the low-pressure BOG. do.

As described above, it is efficient because it can be recovered by re-liquefying the boil-off gas that exceeds the engine's boil-off gas fuel demand by using the condenser without waste, such as processing or venting.

On the other hand, when the amount to be reliquefied is small or the reliquefaction is not performed, the pressure of the LNG storage tank may be adjusted by using a high pressure compressor. The high-pressure compressor compresses the boil-off gas to a pressure required by the regasification gas demander, and can transport the boil-off gas to the onshore gas demander. That is, the high-pressure compressor can compress the boil-off gas in the same range as the pressure of the regasification gas that is regasified in the regasification facility and transferred to a gas demander on land. The high-pressure BOG compressed in the high-pressure compressor is transported to a gas demander on land together with the natural gas regasified in the regasification facility.

The high pressure compressor may be a centrifugal multistage compressor. All of the high-pressure BOG compressed in the high-pressure compressor may be transferred to a gas demanding destination, or only a portion may be supplied to a condenser to be reliquefied, and a portion may be depressurized and supplied as fuel for a low-pressure engine.

Meanwhile, the boil-off gas processing means of the present embodiment may further include a fuel gas heater (not shown) for heating the boil-off gas compressed in the low-pressure compressor and/or the high-pressure compressor to a temperature range required by the low-pressure engine.

Conventionally, a regasification facility is installed in the bow or cargo compressor room. 2 and 3, since the engine room is provided on the hull of the stern portion, if the regasification facility is installed in the bow portion as shown in FIG. 3, it is possible to recover the regasification cold heat discarded in the regasification facility and use it in the engine room. There were restrictions depending on the distance, such as the difficulty of maintaining the cooling and heat from the bow to the stern.

However, according to the present invention, by arranging the regasification facility in the upper part of the engine room 200 in the regasification facility 100 , it is possible to solve the problems caused by the distance restriction and also to solve the safety problem.

In the present embodiment, the regasification zone 100 is provided with the above-described regasification facility and a part of the boil-off gas treatment means, for example, a condenser, a low pressure compressor, and a high pressure compressor.

According to the ship's IGC Code, accommodation space and service space should not be arranged in the cargo area to prevent gas inflow, but should be located so as to avoid gas inflow. are doing

That is, in order to meet these regulations, according to this embodiment, a double fire insulation is provided between the cabin area 300 and the regasification area 100 and the engine room 200 and the regasification area 100 , that is, A cofferdam (CP) is additionally installed. In addition, a gas detector GD and/or a temperature detector TT are provided to increase the sensitivity of gas detection.

In addition, a separate trunk or space for an interconnection pipe and passage must be provided between the engine room 200 and the cabin area 300 , and the interconnection pipe between the engine room 200 and the regasification zone 100 includes an engine room Appropriate safety devices should also be provided for interconnection piping such as piping for supplying gas fuel to the engine, cold/hot water piping, and condensate return piping.

Also, the openings and access and the vent inlet of the cabin section 300 and the regasification section 100 are farthest from each other as shown in FIG. 2 , for example facing away from each other. install

In addition, various air supply fans such as an engine room fan (F1), a cooling air fan (F2), a duct purge fan (F3), and a fan for air conditioning (F4), and first to sixth dampers (DP1, DP2, DP3, DP4) , DP5, DP6) operate and open/close control remotely.

In addition, the ventilation of the engine room 200 and the cabin area 300 and the ventilation of the cabin area 300 are to be carried out as far apart as possible. For example, a sufficient height difference is provided as shown in FIG. 1 .

As described above, according to the present embodiment, it is possible to suppress the operation of the air conditioner for cooling each section in the engine room and the air conditioner for cooling the cabin section, thereby reducing power consumption.

In addition, since the temperature of the heat transfer medium used for regasification, ie, glycol water, is increased by cooling the air, the amount of heat input required for regasification can be reduced, thereby reducing the cost of regasification.

In addition, it is possible to secure a safety level by using a gas detector, a damper, and a duct purge fan while recovering and utilizing the cooling heat of the regasification facility.

In addition, although the outside air temperature sucked into the engine room may be 40° C. or higher in summer, it is possible to provide a comfortable engine room and cabin environment through an embodiment of the present invention.

In addition, by supplying low-temperature air to the engine room, the cooling efficiency of the cooling equipment is increased.

As described above, the embodiments according to the present invention have been described, and the fact that the present invention can be embodied in other specific forms without departing from the spirit or scope of the present invention other than the above-described embodiments can be seen by those with ordinary skill in the art. It is self-evident to Therefore, the above-described embodiments are to be regarded as illustrative rather than restrictive, and accordingly, the present invention is not limited to the above description, but may be modified within the scope of the appended claims and their equivalents.

100: regasification zone
110: carburetor 120: heat medium circulation pump
130: heat medium heater 140: heat medium valve
200: engine room
210: engine room air cooler 220: water mist catcher
230: air conditioning service area 240: integrated air conditioner
250: drain storage tank
300 : cabin area
310: air conditioner
320: air conditioning service area
CP : Cofferdam F1, F2, F3, F4 : Fan
DT1, DT2, DT3, DT4, DT5 : Duct
DP1, DP2, DP3, DP4, DP5, DP6 : Damper
GD: gas detector TT: temperature detector
ML : Heating medium line CL : Cooling line

Claims (18)

It is provided in the stern hull, the engine room is provided with an engine; a cabin area provided on a deck above the engine room; And in the air cooling system of a ship comprising a regasification facility for vaporizing liquefied gas and supplying it to a gas demander on land,
engine room fan that draws air into the ship;
an engine room air cooler for cooling the air sucked in by the engine room fan by heat exchange with a heat transfer medium cooled while vaporizing liquefied gas in the regasification facility;
a third damper whose opening and closing is controlled so that the air cooled by the engine room air cooler flows to a third duct, and the cooled air flows into the engine room from the third duct; and
and a fifth damper whose opening and closing is controlled so that the cooled air flows from the third duct into the cabin area. The method according to claim 1,
a gas detector for detecting gas inflow from the regasification facility to the engine room air cooler; and
and a control unit for closing the third damper and the fifth damper when gas inflow is detected by the gas detector. 3. The method according to claim 2,
The gas detector comprises at least two sensing means for detecting the inflow of gas by different methods. 3. The method according to claim 2,
and a fourth damper whose opening and closing is controlled so that the cooled air is discharged from the third duct to the outside,
The control unit, when gas inflow is detected by the gas detector, opens the fourth damper so that the air and residual gas in the third duct are discharged to the outside, the gas air cooling system of the ship. 3. The method according to claim 2,
a water mist catcher installed in the third duct and configured to remove moisture contained in the air cooled by the engine room air cooler; and
A duct purge fan installed between the water mist catcher and the third damper to purge the air from which moisture has been removed from the water mist catcher to the outside from the third duct,
The control unit, when gas inflow is detected by the gas detector, operates the duct purge fan so that the air and residual gas in the third duct are discharged to the outside, the gas air cooling system of the ship. 3. The method according to claim 2,
and a second damper whose opening and closing is controlled so that the air sucked by the engine room fan is directly supplied to the engine room without being supplied to the engine room air cooler,
The control unit, when gas inflow is detected by the gas detector, to open the second damper, the gas air cooling system of the ship. 3. The method according to claim 2,
The regasification facility is
a vaporizer for vaporizing the liquefied gas by heat exchange between the liquefied gas and the heat transfer medium; and
and a heat medium circulation pump that pressurizes the cooled heat transfer medium while vaporizing the liquefied gas in the vaporizer and recirculates it to the vaporizer or discharges it to the outside,
The air cooling system is
and a heat medium valve for controlling the flow path so that the cooled heat transfer medium discharged from the carburetor is supplied to the heat medium circulation pump or the engine room air cooler,
The heat transfer medium heated while cooling the air in the engine room air cooler is circulated to the heat medium circulation pump. 8. The method of claim 7,
The control unit controls the heat medium valve so that the heat medium valve is opened toward the heat medium circulation pump when gas inflow is detected by the gas detector. The method according to claim 1,
Further comprising a sixth damper whose opening and closing is controlled so that the air sucked in by the engine room fan is directly supplied to the engine room without being supplied to the engine room air cooler,
When the temperature of the air supplied to the engine room through the third damper is lower than a set temperature, some of the air sucked in by the engine room fan is controlled to be supplied to the engine room through the sixth damper. It is provided in the stern hull, the engine room is provided with an engine;
a regasification zone provided on the upper deck of the engine room and provided with a regasification facility for vaporizing liquefied gas and supplying it to a gas demander on land; and
Including; a cabin area provided on the deck above the engine room;
In the engine room,
a second duct provided with an engine room air cooler for cooling with the cold heat recovered while vaporizing the liquefied gas in the regasification facility;
a third duct receiving the air cooled in the second duct and providing a path to be supplied to the engine room and cabin area;
a gas detection means provided in the second duct or the third duct to detect the gas leaked from the regasification facility; and
Discharge means for blocking the path of cooling air supplied from the third duct to the engine room and cabin area and discharging the air and residual gas in the third duct to the outside when gas is sensed by the gas detection means; and , Ship. 11. The method of claim 10,
a first cofferdam installed between the cabin area and the regasification area and preventing the mutual intrusion of fluids; and
A ship comprising a second cofferdam installed between the regasification zone and the engine room and preventing the mutual intrusion of fluid. 12. The method of claim 11,
A ship comprising a third cofferdam installed between the cabin area and the engine room and preventing the mutual intrusion of fluids. 11. The method of claim 10,
The inlet and vent line of the cabin section are installed at a position furthest from the inlet and vent line of the regasification section. It is provided in the stern hull, the engine room is provided with an engine; a cabin area provided on a deck above the engine room; And in the air cooling method of a ship comprising a regasification facility for vaporizing liquefied gas and supplying it to a gas demander on land,
Air intake step of sucking air into the ship;
an air cooling step of supplying the sucked air to a cooler and cooling the liquefied gas by heat exchange with a cooled heat transfer medium while vaporizing the liquefied gas in the regasification facility; and
and an air supply step of supplying the air cooled in the air cooling step to the engine room and/or cabin area. 15. The method of claim 14,
detecting gas inflow from the regasification facility to the cooler,
shutting off remotely shutting off the air supply to the engine room and/or cabin area and the flow of heat transfer medium from the regasification facility when gas ingress is detected;
Including a purge step of discharging the cooled air to the outside, the air cooling method of the ship. 16. The method of claim 15,
and an alternative air supply step of directly supplying the air sucked in the air intake step to the engine room without supplying the cooler to the cooler when the inflow of the gas is detected. 15. The method of claim 14,
A heating medium circulation step of recirculating the heated heat transfer medium to a vaporizer for vaporizing the liquefied gas while cooling the air in the air cooling step; further comprising,
When the inflow of the gas is sensed, the heat transfer medium cooled while vaporizing the liquefied gas is supplied to a heater for heating the heat transfer medium without supplying the cooler to the cooler, an air cooling method of a ship. 15. The method of claim 14,
When the temperature of the air cooled in the air cooling step is lower than the set temperature, comprising a temperature control step of directly supplying some of the air sucked in the air intake step to the engine room without supplying to the cooler, air cooling of the ship Way.

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