KR20230052347A - System of application cold energy for ship - Google Patents

Abstract

A cold energy operation system for a ship is disclosed. According to one aspect of the present invention, a cold energy operation system for a ship may be provided, comprising: a turbocharger that compresses combustion air coming in from the outside using exhaust gas generated from an engine and supplies the compressed air to the engine; an absorption refrigerator that generates cold energy by using hot water used to cool the engine or the exhaust gas as a heat source; a cooling unit that comprises a first heat exchanger unit having a first circulation passage through which a first working fluid circulates to exchange heat with the combustion air compressed in the turbocharger and a second heat exchange unit located behind the first heat exchange unit and equipped with a second circulation passage through which a second working fluid circulates to exchange heat with the combustion air heat exchanged by the first heat exchange unit; and an air conditioner that is provided to receive the cold energy from the absorption refrigerator and supplies the heat-exchanged air to a cabin and engine room. The second circulation passage is connected to the absorption refrigerator so that the second working fluid receives the cold energy from the absorption refrigerator. Accordingly, the efficiency of the engine can be increased.

Description

Cold heat management system for ships {System of application cold energy for ship}

The present invention relates to a cold heat operation system for ships, and more particularly, to a cold heat operation system for ships using an absorption chiller and liquefied gas.

In general, ships such as LNG carriers are provided with internal combustion engines such as engines and generators that can obtain propulsion power or power generation by using liquefied gas (LNG) and boil-off gas (BOG) as fuel.

Here, the engine generates power (engine output) by using fuel intake, compression, explosion, and exhaust strokes. At this time, during the fuel intake process, scavenge air that is inhaled together with the fuel is introduced, and a number of ships equipped with turbochargers that improve engine output by increasing the pressure of the intake air have been proposed. A turbocharger is driven by an exhaust turbine using exhaust gas generated from a combustion engine. The temperature of the intake air passing through the turbocharger rises simultaneously with the pressure rise. When the temperature of the combustion air (scavenge air) used for combustion for engine output increases, the efficiency of the engine decreases. Accordingly, the temperature of the combustion air is lowered through the heat exchanger and used.

However, there is a problem in that the temperature and humidity of the combustion air are high depending on external environmental conditions such as outside air temperature, seawater temperature, and humidity, making it difficult to control the pressure in the cylinder according to the engine load, thereby reducing engine efficiency.

In addition, although the air conditioner must be operated to maintain the appropriate temperature and humidity of the cabin and engine room according to the fluctuating external environmental conditions, the energy required to operate the air conditioner is large, and the air conditioner is separately supplied with cold heat. There is a problem that the device must be provided.

The cold heat operation system for ships according to an embodiment of the present invention can increase the efficiency of the engine by additionally cooling the combustion air of the engine using the cold heat of the absorption chiller.

In addition, the cooling heat management system for ships according to an embodiment of the present invention enables the engine and the air conditioner to be operated under required conditions through the cooling and heat control of the absorption chiller and the liquefied gas, as well as to save the energy required for the air conditioner.

According to one aspect of the present invention, a turbocharger for compressing combustion air introduced from the outside using exhaust gas generated from the engine and supplying it to the engine; an absorption chiller generating cold heat by using the hot water used to cool the engine or the exhaust gas as a heat source; A first heat exchange unit having a first circulation passage through which a first working fluid circulates to exchange heat with the combustion air compressed in the turbocharger, and combustion heat exchanged by the first heat exchange unit located at the rear of the first heat exchange unit A cooling unit including a second heat exchange unit having a second circulation passage through which a second working fluid is circulated to exchange heat with air; and an air conditioner configured to receive cold heat from the absorption chiller and supply heat-exchanged air to the cabin and the engine room, wherein the second circulation passage allows the second working fluid to receive cold heat from the absorption chiller. A cold heat operation system for ships connected to the absorption chiller may be provided.

In addition, an economizer may be provided at an outlet end through which exhaust gas is discharged through the turbocharger.

In addition, when the absorption chiller uses hot water used to cool the engine as a heat source, a heat source circulation passage connecting the engine and the absorption chiller and circulating the hot water may be provided.

In addition, when the absorption chiller uses the exhaust gas as a heat source, a heat source heat exchange unit having a heat source circulation passage through which steam is circulated in connection with the absorption chiller may be provided.

In addition, an auxiliary circulation passage through which an auxiliary working fluid is circulated may be connected to the absorption chiller in order to remove absorption heat generated from the absorption chiller.

In addition, a third circulation passage connected to the second circulation line and provided to circulate the second working fluid to the air conditioner may be further provided.

In addition, a first switching valve is provided at a point where the second circulation passage and the third circulation passage are connected, and the first switching valve is selectively opened and closed so that the second working fluid passing through the absorption chiller passes through the air conditioner. Alternatively, it may be provided as a three-way valve controlled to flow into the second heat exchange unit.

In addition, a liquefied gas supply device for supplying cold heat to the air conditioner using liquefied gas may be further included.

In addition, the liquefied gas supply device includes a storage tank in which the liquefied gas is stored; A heating unit including a first heater provided in a first line for heating the boil-off gas generated in the storage tank and supplying it to a consumer, and a second heater provided in a second line for heating and vaporizing the liquefied gas and supplying the liquefied gas to a consumer. ; and a fourth circulation passage connected to the third circulation passage and provided to circulate the second working fluid to the air conditioner through the first heater or the second heater.

In addition, a second switching valve is provided at a point where the third circulation passage and the fourth circulation passage are connected, and the second switching valve is selectively opened and closed so that the second working fluid passing through the air conditioner passes through the heating unit or the heating unit. It may be provided with a three-way valve controlled to flow into the absorption chiller.

In addition, the fourth circulation passage is branched to be connected to the first heater and the second heater, respectively, and a third switching valve is provided at a branched point of the fourth circulation passage, and the third switching valve is selectively opened and closed. It may be provided with a three-way valve that is controlled so that the second working fluid flows to the first heater or the second heater.

The cold heat management system for ships according to an embodiment of the present invention has an effect of increasing the efficiency of the engine by additionally cooling combustion air introduced into the engine and lowering the humidity at the same time by using the cold heat of the absorption chiller.

In addition, it has an effect of improving efficiency by controlling the cooling heat of absorption cold air and liquefied gas to operate the engine and air conditioner under conditions required according to external environmental conditions.

In addition, it has an effect of reducing energy required for cooling and heating of the air conditioner.

The present invention will be specifically described by the drawings below, but since these drawings show preferred embodiments of the present invention, the technical spirit of the present invention should not be construed as being limited to the drawings.
1 is a diagram showing the configuration of a cold heat operation system for ships according to an embodiment of the present invention.
2 is a diagram showing the configuration of a cold heat operation system for ships according to another embodiment of the present invention.
3 is a diagram showing the configuration of a ship cooling operation system according to another embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented to sufficiently convey the spirit of the present invention to those skilled in the art. The present invention may be embodied in other forms without being limited to only the embodiments presented herein. In the drawings, in order to clarify the present invention, illustration of parts irrelevant to the description may be omitted, and the size of components may be slightly exaggerated to aid understanding.

1 is a diagram showing the configuration of a cold heat operation system for ships according to an embodiment of the present invention.

Referring to FIG. 1 , a ship cooling operation system 1 according to an aspect of the present invention may include a turbo charger 120, a cooling unit 130, an absorption chiller 140, and an air conditioner 150. .

The turbocharger 120 may be provided to compress combustion gas required for combustion of the engine 110 using exhaust gas generated by the engine 110 . Specifically, the turbocharger 120 is connected to an exhaust turbine 121 that receives exhaust gas discharged from the engine 110 and generates rotational force, and is connected to the exhaust turbine 121 to receive rotational force and inhale and compress external air. and a compression turbine 122 for supplying to the engine 110. Accordingly, the combustion air compressed by the turbocharger 120 is supplied to the engine 110, and the engine 110 receiving the compressed combustion air supplies an excessive amount of combustion air compared to the case where intake air at atmospheric pressure is supplied. Doing so will increase its effectiveness.

On the other hand, as the air is compressed by the turbocharger 120, the temperature rises, and when the air with the elevated temperature is supplied to the engine 110, the engine efficiency decreases, so the turbocharger 120 and the engine 110 A cooling unit 130 for cooling the combustion air compressed by the turbo charger 120 is provided between them.

The cooling unit 130 includes a plurality of heat exchange units 131 and 132 disposed along the flow of air sucked in from the turbo charger 120 . Some of the plurality of heat exchange units 131 and 132 are provided to circulate the cooled working fluid by receiving cold heat from the absorption chiller 140 so that the combustion air can be cooled while flowing into the engine 110 .

More specifically, the cooling unit 130 includes a first heat exchange unit 131 and a second heat exchange unit 132, and the first heat exchange unit 131 is disposed closest to the turbo charger 120, The second heat exchange unit 132 is disposed behind the first heat exchange unit 131 .

The first circulation passage 133 is connected to the first heat exchange unit 131 so that the first working fluid W1 is circulated, and the second working fluid cooled from the absorption chiller 140 is connected to the second heat exchange unit 132 ( The second circulation passage 134 is connected so that W2) is circulated.

The first heat exchange unit 131 may be provided separately without being connected to the absorption chiller 140 through the first circulation passage 133 . Accordingly, the first working fluid W1 circulating through the first circulation passage 133 may be external seawater. In addition, although not shown, one end of the first circulation passage 133 is connected to a separate heat exchanger through which seawater is circulated, and the other end is connected to the heat exchanged heat exchanger to allow the first working fluid W1 to cool the combustion air. It may be provided to be connected to the first heat exchange unit 131 .

The second heat exchanger 132 may be provided to cool combustion air through the second working fluid W2 cooled from the absorption chiller 140 . Accordingly, the second circulation passage 134 may connect the second heat exchanger 132 and the absorption chiller 140 and may be provided to circulate the second working fluid W2.

The second circulation passage 134 is connected to the absorption chiller 140 and the second heat exchanger 132 so that the second working fluid W2 is circulated, thereby further improving the efficiency of the engine 110. Specifically, when the temperature and humidity in the atmosphere are high, the density of the air is low and it is difficult to cool down to the target temperature (the lowest temperature of the combustion air allowed by the engine), so the second working fluid through the absorption chiller 140 ( W2) cools the combustion air introduced into the engine 110 through the second heat exchanger 132, thereby reducing the temperature and reaching the target temperature regardless of the external environment. Accordingly, the combustion efficiency of the engine 110 is increased by increasing the density of the air by lowering the humidity as much as possible due to the cooling effect.

The absorption chiller 140 is provided to generate chilled water using hot water or exhaust gas used to cool the engine 110 as a heat source. As shown, the absorption chiller 140 may be provided to use hot water used to cool the engine 110 as a heat source. The absorption chiller 140 may include an evaporator, an absorber, a regenerator, and a condenser.

The evaporator is provided to cool the working fluid to cool the combustion air by using latent heat of evaporation of the refrigerant. Accordingly, the second circulation passage 134 is connected to pass through the inside of the evaporator, and the second working fluid W2 circulating through the second circulation passage 134 is cooled by the latent heat of evaporation of the refrigerant in the evaporator. According to this embodiment, fresh water may be used as a refrigerant, but is not limited thereto.

The absorber is provided to absorb the refrigerant evaporated in the evaporator, and the evaporator and absorber may communicate with each other. Accordingly, an absorption liquid is stored inside the evaporator, and the absorption liquid absorbs the evaporated refrigerant so that the evaporation pressure and temperature of the refrigerant in the evaporator can be kept constant. In this case, an aqueous solution of lithium bromide (LiBr) may be used as the absorbent, but is not limited thereto.

In addition, an auxiliary circulation passage 142 may be provided to circulate the auxiliary working fluid to pass through the absorber in order to remove absorption heat generated when the absorbent liquid in the absorber absorbs the evaporated refrigerant. Seawater may be used as the auxiliary working fluid, but is not limited thereto.

On the other hand, as the absorption liquid continues to absorb, as the concentration of the aqueous solution of lithium bromide gradually decreases, the absorption efficiency of absorbing fresh water, which is a refrigerant, gradually decreases.

Thus, a regenerator for regenerating the absorbent liquid is provided. The regenerator receives the absorbent liquid from the absorber and serves to perform an absorbent regeneration process of increasing the concentration by heating the absorbent liquid, that is, a diluted lithium bromide aqueous solution, to evaporate fresh water. At this time, the absorbent liquid in the regenerator is heated by a heating means, that is, hot water used to cool the engine 110 can be used as a heat source. Accordingly, a heat source circulation passage 141 is provided to pass through the regenerator to heat the absorbent liquid through hot water.

The condenser is provided to condense the refrigerant evaporated from the regenerator, that is, water vapor. In the condenser, as a heat exchange unit for condensing the evaporated refrigerant, that is, water vapor, an auxiliary circulation passage 142 of an auxiliary working fluid passing through the absorber may be installed to extend. Therefore, the auxiliary working fluid passing through the absorber absorbs heat from the refrigerant in a vapor state inside the condenser so that the refrigerant in a vapor state can be condensed into a liquid state.

And, the refrigerant condensed in a liquid state, that is, fresh water, may be re-supplied to the evaporator. Accordingly, the refrigerant in a liquid state supplied to the evaporator repeats circulation in the absorption chiller 140 and generates cooling heat, thereby cooling the second working fluid W2.

The air conditioner 150 receives cold heat from the absorption chiller 140 and supplies heat-exchanged air to the cabin and the engine room. Accordingly, the air conditioner 150 may be provided to circulate the second working fluid W2 cooled by the absorption chiller 140 . According to an embodiment of the present invention, a third circulation passage 153 connected to the second circulation line 134 and provided to circulate the second working fluid W2 to the air conditioner 150 may be further provided. there is.

The third circulation passage 153 is provided to be connected to an upstream side of the second circulation passage 134 flowing into the absorption chiller 140 and a downstream side of the second circulation passage 134 discharged from the absorption chiller 140, respectively. It can be. In addition, at a point where the downstream side of the absorption chiller 140 and the upstream side of the third circulation passage 153 through which the second working fluid W2 flows into the air conditioner 150 are connected, the first switching valve 151 is can be provided. Here, the upstream side of the circulation passage means a direction in which the working fluid is introduced, and the downstream side means a direction in which the working fluid is discharged.

The first switching valve 151 is a three-way valve that is selectively opened and closed so that the second working fluid W2 through the absorption chiller 140 flows to the air conditioner 150 or the second heat exchange unit 132. can be provided.

Accordingly, the second working fluid W2 cooled by the absorption chiller 140 cools the combustion air introduced into the engine 110 through the second heat exchanger 132, and optionally the air conditioner 150 ) to circulate and transfer cold heat to the air conditioner 150, thereby improving the operating efficiency of the engine 110 and the air conditioner 150, as well as saving energy required for cooling heat of the air conditioner 150. have possible effects.

According to one embodiment of the present invention as described above, although the absorption chiller 140 has been shown and described as using the hot water used to cool the engine 110 as a heat source, it is not limited thereto, and is generated from the engine 110. Exhaust gas can be used as a heat source. An example of this is shown in FIG. 2 . 2 is a diagram showing the configuration of a cold heat operation system for ships according to another embodiment of the present invention. Here, in the drawings shown above, the same reference numerals denote members that perform the same functions.

Referring to FIG. 2 , the marine cooling and heat management system 1 according to this embodiment has a difference in the structure connected to supply the heat source to the absorption chiller 140 compared to the previous embodiment, but the rest of the configuration is the same provided That is, in this embodiment, the exhaust gas passing through the turbo charger 120 is prepared to be used as a heat source for the absorption chiller 140 .

As shown, when the absorption chiller 140 uses exhaust gas as a heat source, a heat source heat exchange unit 240 connected to the absorption chiller 140 and having a heat source circulation passage 241 through which steam is circulated may be provided. . That is, the heat source circulation passage 141 is provided to pass through the regenerator to heat the absorbent liquid through steam from the exhaust gas. At this time, an economizer 125 may be provided at an outlet end through which exhaust gas is discharged through the turbo charger 120 . The economizer 125 heats the working fluid circulating through the heat source circulation passage 241 in the form of steam by waste heat of the exhaust gas.

3 is a diagram showing the configuration of a ship cooling operation system according to another embodiment of the present invention.

This embodiment has a difference only in the configuration of providing the liquefied gas supply device 300 to supply cold heat to the second working fluid W2, but in other configurations it is the same as the configuration of the embodiment of FIG. 1, so in the following The characteristic configuration of this embodiment will be mainly described.

Referring to FIG. 3 , the cold heat operating system 1 for ships may further include a liquefied gas supply device 300 . The liquefied gas supply device 300 supplies liquefied gas (LNG) and boil-off gas (BOG) generated from the liquefied gas to the consumer 110 to be used as fuel, as well as the air conditioner 150 Alternatively, it may serve to provide cold heat to the second heat exchanger 132 .

More specifically, the liquefied gas supply device 300 may include a storage tank 310, a heating unit 320, and a fourth circulation passage 330. Here, the liquefied gas supply device 300 may be provided to store the liquefied gas in the storage tank 310 and to supply the liquefied gas to the consumer 110 using the stored liquefied gas or boil-off gas.

As shown, the first line (L1) for providing a path for transporting the boil-off gas generated from the storage tank 310 to the consumer 110, and the liquefied gas stored in the storage tank 310 to the consumer 110 It may include a second line (L2) providing a path for transferring to.

Specifically, the boil-off gas is heated by the heater 321 through the first line (L1), compressed by the compressor 351, and supplied to the consumer 110 as fuel, or liquefied gas through the second line (L2). It can be supplied to the consumer 110 as fuel by the heater 322 and the forced vaporizer 352 . At this time, the second line (L2) may be connected to the compressor 351 of the first line (L1), the second line (L2) has a gas-liquid separator 353 for matching the methane number so that the liquefied gas is used as a fuel can be provided.

A configuration in which the boil-off gas and liquefied gas are used as fuel for ships is a well-known technique, so detailed descriptions thereof will be omitted.

On the other hand, the demand source 110 may be the same engine as the engine 110 from which exhaust gas is discharged, but may be provided with an engine, generator, boiler, etc. that require fuel under different pressure conditions or different temperature conditions. there is.

The heating unit 320 includes a first heater 321 provided on the first line L1 to heat the boil-off gas and a second heater 322 provided on the second line L2 to heat the liquefied gas.

The fourth circulation passage 330 is provided to communicate with the first heater 321 and the second heater 322 and is provided to receive cold heat through boil-off gas or liquefied gas. More specifically, the fourth circulation passage 330 is connected to the third circulation passage 153 so that the second working fluid W2 passes through the first heater 321 or the second heater 322 to the air conditioner 150. ) is arranged to be circulated. That is, the fourth circulation passage 330 may be provided to be connected to an upstream side through which the second working fluid W2 flows into the air conditioner 150 and a downstream side discharged from the air conditioner 150, respectively. In addition, the downstream side of the third circulation passage 153 through which the second working fluid W2 is discharged from the air conditioner 150 and the fourth circulation passage through which the second working fluid W2 flows into the heating unit 320 A second switching valve 331 may be provided at a point where the upstream side of 330 is connected.

The second switching valve 331 is provided as a three-way valve that is selectively opened and closed so that the second working fluid W2 through the air conditioner 150 flows to the heating unit 320 or the absorption chiller 150. can

Meanwhile, the fourth circulation passage 330 is connected to the first heater 321 and the second heater 322 when the second working fluid W2 flows to the heating unit 320 by the second switching valve 331. Can be branched to connect. That is, the fourth circulation passage 330 may include a first branch passage 330a connected to the first heater 321 and a second branch passage 330b connected to the second heater 322 . At this time, the first branch passage 330a and the second branch passage 330b of the branched fourth circulation passage 330 are joined via the first heater 321 and the second heater 321, respectively, and are joined in the third circulation line. (153), that is, provided to be connected to the upstream side of the air conditioner (150).

At this time, a third switching valve 341 is provided at a point where the first branch passage 330a and the second branch passage 330b diverge. The third switching valve 341 may be provided as a three-way valve that is selectively opened and closed so that the second working fluid W2 flows to the first heater 321 or the second heater 322 . As the first branch passage 330a and the second branch passage 330b of the fourth circulation passage 330 pass through the first heater 321 and the second heater 322, respectively, the fourth circulation passage The second working fluid (W2) in the 330 is heat exchanged and cooled by the cryogenic boil-off gas passing through the first heater 321 or the cryogenic liquefied gas passing through the second heater 322. Therefore, the cooled second working fluid W2 not only provides cold heat to the air conditioner 150, but also circulates through the absorption chiller 140 to the second heat exchanger 132 and cools the combustion air.

As described above, the efficiency of the engine 110 is improved by cooling the combustion air introduced into the engine 110 through the absorption chiller 140, and cooling heat is supplied to the air conditioner 150 to supply the cabin and the engine room. It is possible to easily perform an operation to maintain an appropriate temperature and humidity.

Meanwhile, reference numeral '340', which has not been described, is a pump provided in the fourth circulation passage 330, and serves to smoothly circulate the second working fluid W2.

On the other hand, when an abnormality occurs in the absorption chiller 140 and the combustion air is not normally cooled by the second heat exchanger 132, the first and second switching valves 151 and 331 are operated to The working fluid (W2) is cooled by receiving cold heat through the liquefied gas or boil-off gas of the liquefied gas supply device 300, so that the cooling of combustion air is normally performed even when the absorption chiller 140 does not operate normally. be able to

As described above, although the present invention has been described by the limited embodiments and drawings, the present invention is not limited thereto, and the technical spirit of the present invention and the following by those skilled in the art to which the present invention belongs Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

1: Cooling operation system for ships
110: engine
120: turbocharger
130: cooling unit
140: absorption chiller
150: air conditioner
300: liquefied gas supply device

Claims (11)

A turbocharger that compresses combustion air introduced from the outside using exhaust gas generated from the engine and supplies it to the engine;
an absorption chiller generating cold heat by using the hot water used to cool the engine or the exhaust gas as a heat source;
A first heat exchange unit having a first circulation passage through which a first working fluid circulates to exchange heat with the combustion air compressed in the turbocharger, and combustion heat exchanged by the first heat exchange unit located at the rear of the first heat exchange unit A cooling unit including a second heat exchange unit having a second circulation passage through which a second working fluid is circulated to exchange heat with air; and
An air conditioner provided to receive cold heat from the absorption chiller and supply heat-exchanged air to the cabin and engine room;
The second circulation passage is connected to the absorption chiller so that the second working fluid receives cold heat from the absorption chiller. According to claim 1,
An economizer is provided at an outlet through which exhaust gas is discharged through the turbocharger. According to claim 1,
When the absorption chiller uses the hot water used to cool the engine as a heat source, the engine and the absorption chiller are connected, and a heat source circulation passage through which the hot water is circulated is provided. According to claim 1,
When the absorption chiller uses the exhaust gas as a heat source, a heat source heat exchange unit having a heat source circulation passage through which steam is circulated in connection with the absorption chiller is provided. According to claim 1,
Said absorption chiller is connected to an auxiliary circulation passage through which an auxiliary working fluid is circulated in order to remove absorption heat generated from the absorption chiller. According to claim 1,
The cold heat management system for a ship further comprising a third circulation passage connected to the second circulation line and provided to circulate the second working fluid to the air conditioner. According to claim 6,
A first switching valve is provided at a point where the second circulation passage and the third circulation passage are connected,
The first switching valve is provided as a three-way valve that is selectively opened and closed so that the second working fluid through the absorption chiller flows to the air conditioner or the second heat exchange unit. According to claim 6,
Ship cooling operation system further comprising a liquefied gas supply device for supplying cold heat to the air conditioner using liquefied gas. According to claim 8,
The liquefied gas supply device,
a storage tank in which the liquefied gas is stored;
A heating unit including a first heater provided in a first line for heating the boil-off gas generated in the storage tank and supplying it to a consumer, and a second heater provided in a second line for heating and vaporizing the liquefied gas and supplying the liquefied gas to a consumer. ; and
and a fourth circulation passage connected to the third circulation passage and provided to circulate the second working fluid to the air conditioner through the first heater or the second heater. According to claim 9,
A second switching valve is provided at a point where the third circulation passage and the fourth circulation passage are connected,
The second switching valve is provided as a three-way valve that is selectively opened and closed so that the second working fluid through the air conditioner flows to the heating unit or the absorption chiller. According to claim 9,
The fourth circulation passage is branched to be connected to the first heater and the second heater, respectively,
A third switching valve is provided at a branched point of the fourth circulation passage,
The third switching valve is provided as a three-way valve that is selectively opened and closed so that the second working fluid flows to the first heater or the second heater.

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