KR20230136270A - Power generating system - Google Patents

Abstract

A power generation system is provided by one embodiment of the present invention.
The power generation system according to an embodiment of the present invention includes a combustion engine that generates power by burning liquefied natural gas, a fuel supply pipe that supplies liquefied natural gas to the combustion engine, and a flow through which exhaust gas discharged from the combustion engine flows. It includes an exhaust pipe, a blower installed on the exhaust pipe to forcibly discharge exhaust gas, a cooling tower installed on the exhaust pipe and spraying cooling water into the exhaust gas, and a cooling water supply pipe supplying cooling water to the cooling tower, and the cooling water is liquefied natural gas. It can be cooled with cold heat and supplied to the cooling tower.

Description

Power generating system

The present invention relates to a power generation system, and more specifically, by reducing the power usage of the carbon dioxide capture process and the liquefaction process, thereby reducing the fuel consumption used in the generator and the amount of additional carbon dioxide generated, and the amount of carbon dioxide reduction targeted by the carbon dioxide capture device. It is about a power generation system that can be easily satisfied.

As air pollution increases, regulations on various harmful substances contained in exhaust gases emitted from ship engines are becoming stricter. Not only nitrogen oxides and sulfur oxides, but also carbon dioxide are also subject to the International Maritime Organization (IMO), a United Nations agency. Organization) is subject to emission regulations. Since the exhaust gas discharged from a ship's engine has an atmospheric pressure and a low carbon dioxide concentration, a wet capture method using an amine-based absorbent is effective. The wet capture method passes the exhaust gas through the absorption part where the absorbent is present, absorbs the carbon dioxide contained in the exhaust gas into the absorbent, and passes the absorbent that has absorbed the carbon dioxide into the regeneration part to separate the carbon dioxide and the absorbent. The carbon dioxide capture process is carried out through a capture device.

However, as mentioned above, the exhaust gas emitted from a ship's engine has a carbon dioxide concentration as low as 4-5% and an oxygen concentration as high as 15%, making it difficult to design an efficient process. In particular, when separating carbon dioxide absorbed into the absorbent, high-temperature steam is needed to raise the temperature of the absorbent. Since the boiler is operated to generate steam, the carbon dioxide capture device is designed considering the amount of carbon dioxide generated from the fuel required to operate the boiler. Capacity must be determined. In other words, as the amount of carbon dioxide collected increases to satisfy the carbon dioxide reduction target of the carbon dioxide capture device, the fuel consumption required to operate the boiler increases, resulting in the problem of having to capture a larger amount of carbon dioxide. In addition, in order to increase the amount of carbon dioxide captured, the flow rate of exhaust gas supplied to the carbon dioxide capture device must also increase, so the size of the carbon dioxide capture device must be increased, which also reduces space utilization within the ship. In addition, blowers used in the capture process and compressors used in the carbon dioxide liquefaction process consume a lot of power, and by using marine generators with low basic efficiency, additional power required for the capture and liquefaction processes is produced under low-load operating conditions. Accordingly, there is a problem that power generation efficiency further decreases and fuel consumption increases. As mentioned above, an increase in fuel consumption means an increase in the amount of additional carbon dioxide generated, resulting in a vicious cycle in which a greater amount of carbon dioxide must be captured.

Accordingly, a power generation system with a structure that reduces the power consumption of the carbon dioxide capture process and the liquefaction process to reduce fuel consumption used in the generator and the amount of additional carbon dioxide generated, and can easily satisfy the carbon dioxide reduction targeted by the carbon dioxide capture device. It became necessary.

Republic of Korea Patent No. 10-2121670 (2020.06.04.)

The technical problem to be achieved by the present invention is to reduce the power consumption of the carbon dioxide capture process and the liquefaction process, thereby reducing the fuel consumption used in the generator and the amount of additional carbon dioxide generated, and to easily satisfy the carbon dioxide reduction amount targeted by the carbon dioxide capture device. The purpose is to provide a power generation system with

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

A power generation system according to an embodiment of the present invention for achieving the above technical problem includes a combustion engine that generates power by burning liquefied natural gas, a fuel supply pipe that supplies the liquefied natural gas to the combustion engine, and a combustion engine that generates power by burning liquefied natural gas. An exhaust pipe through which exhaust gas discharged from the engine flows, a blower installed on the exhaust pipe to forcibly discharge the exhaust gas, a cooling tower installed on the exhaust pipe and spraying cooling water into the exhaust gas, and the cooling tower It includes a cooling water supply pipe that supplies cooling water, and the cooling water is cooled by the cold heat of the liquefied natural gas and supplied to the cooling tower.

The power generation system includes a vaporizer installed in the fuel supply pipe to vaporize the liquefied natural gas, a first cooler installed in the cooling water supply pipe, and a vaporizer that circulates between the vaporizer and the first cooler to produce the liquefied natural gas and the It may further include a refrigerant circulation pipe through which a refrigerant that transfers cold heat between coolants circulates.

The cooling tower may be sequentially connected to a first cooling tower in which seawater is used as the cooling water and a second cooling tower in which fresh water is used as the cooling water.

The blower may be installed at a rear end of the second cooling tower or between the first cooling tower and the second cooling tower.

The cooling water supply pipe may circulate and supply the cooling water discharged from the cooling tower back to the cooling tower.

The cooling water supply pipe includes a first cooling water supply pipe through which the first cooler is installed and the sea water flows, and a second cooling water supply pipe through which the fresh water flows, and the power generation system is installed on the second cooling water supply pipe. It may further include a second cooler that cools the fresh water by exchanging heat with the seawater that has passed through the first cooler.

The power generation system may further include a bypass pipe branched from the second cooling water supply pipe in front of the second cooler and bypassing the second cooler, and a water generator module installed on the bypass pipe to regenerate the fresh water. there is.

The power generation system may further include a heater installed in the fuel supply pipe at a rear end of the vaporizer and heating the vaporized liquefied natural gas by exchanging heat with the cooling water supplied to the first cooler.

The power generation system is installed in the refrigerant circulation pipe at a rear end of the first cooler, and may further include a heater that heats the refrigerant that has passed through the first cooler by exchanging heat with the exhaust gas supplied to the cooling tower. .

At least one blower may be installed on the exhaust pipe between the combustion engine and the cooling tower.

According to the present invention, by recovering the cold heat of liquefied natural gas and cooling the cooling water supplied to the cooling tower, the exhaust gas can be cooled more effectively, and as a result, the volume of the exhaust gas is reduced and the blower that forces the exhaust gas to flow Power usage may decrease. As the power usage of the blower decreases, the fuel consumption of the marine generator decreases, and thus the amount of additional carbon dioxide generated also decreases, making it possible to easily meet the carbon dioxide reduction amount targeted by the carbon dioxide capture device. By reducing the size of the collection device, space utilization within the ship can be increased.

In addition, as the exhaust gas is sufficiently cooled in the cooling tower and the power consumption of the blower is reduced, it is possible to install the blower at the rear of the cooling tower without installing an additional cooling device (after cooler), thereby increasing the efficiency of the blower. Of course, costs can be reduced by omitting additional cooling devices.

In addition, by configuring the cooling tower with a first cooling tower in which seawater is used as cooling water and a second cooling tower in which fresh water is used as cooling water, the amount of fresh water used in the cooling tower can be reduced, allowing the fresh water to be utilized for other purposes within the ship. The advantage of using seawater as a coolant is that salts in the exhaust gas can be removed by fresh water.

In addition, by preheating the refrigerant from which the cold heat of liquefied natural gas is recovered by exchanging heat with the cooling water, the energy used to reheat the refrigerant can be saved, thereby improving engine efficiency.

Figure 1 is a diagram showing a power generation system according to an embodiment of the present invention.
Figure 2 is an operational diagram for explaining the operation of the power generation system of Figure 1.
Figure 3 is an operational diagram of a power generation system according to another embodiment of the present invention.
Figure 4 is an operational diagram of a power generation system according to another embodiment of the present invention.
Figure 5 is an operational diagram of a power generation system according to another embodiment of the present invention.

The advantages and features of the present invention and methods for achieving them will become clear by referring to the embodiments described in detail below along with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The present embodiments are merely provided to ensure that the disclosure of the present invention is complete and to be understood by those skilled in the art. It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, with reference to FIGS. 1 and 2, a power generation system according to an embodiment of the present invention will be described in detail.

The power generation system according to an embodiment of the present invention is a device that burns fuel to generate power necessary to drive a ship and effectively cools exhaust gas resulting from fuel combustion, and can be applied to ships.

The power generation system recovers the cold heat of liquefied natural gas and cools the cooling water supplied to the cooling tower, so the exhaust gas can be cooled more effectively. As a result, the volume of the exhaust gas is reduced and the power of the blower that forces the exhaust gas to flow is reduced. Usage may decrease. As the power usage of the blower decreases, the fuel consumption of the marine generator decreases, and thus the amount of additional carbon dioxide generated also decreases, making it possible to easily meet the carbon dioxide reduction amount targeted by the carbon dioxide capture device. By reducing the size of the collection device, space utilization within the ship can be increased. In addition, as the exhaust gas is sufficiently cooled in the cooling tower and the power consumption of the blower is reduced, it is possible to install the blower at the rear of the cooling tower without installing an additional cooling device (after cooler), thereby increasing the efficiency of the blower. Of course, costs can be reduced by omitting additional cooling devices. In addition, by configuring the cooling tower with a first cooling tower in which seawater is used as cooling water and a second cooling tower in which fresh water is used as cooling water, the amount of fresh water used in the cooling tower can be reduced, allowing the fresh water to be utilized for other purposes within the ship. The advantage of using seawater as a coolant is that salts in the exhaust gas can be removed by fresh water. In addition, by pre-heating the refrigerant from which the cold heat of liquefied natural gas is recovered by exchanging heat with the cooling water, the energy used to reheat the refrigerant can be saved, thereby improving engine efficiency.

Hereinafter, with reference to FIG. 1, the power generation system 1 will be described in detail.

Figure 1 is a diagram showing a power generation system according to an embodiment of the present invention.

The power generation system 1 according to the present invention includes a combustion engine 10, a fuel supply pipe 20, an exhaust pipe 30, a blower 40, a cooling tower 50, and a cooling water supply pipe 60.

The combustion engine 10 generates power by burning liquefied natural gas, and may be, for example, a main engine that generates propulsion. The combustion engine 10 receives liquefied natural gas from the fuel supply pipe 20, and the fuel supply pipe 20 connects the fuel tank 21 and the combustion engine 10 to receive liquefied natural gas stored in the fuel tank 21. Can be supplied to the combustion engine (10). A vaporizer 70 and a heater 130 are installed on the fuel supply pipe 20. The vaporizer 70 vaporizes liquefied natural gas, and can vaporize the liquefied natural gas by exchanging heat with the refrigerant circulating in the refrigerant circulation pipe 90, which will be described later. The heater 130 is installed in the fuel supply pipe 20 at the rear end of the vaporizer 70, and can heat the liquefied natural gas vaporized in the vaporizer 70 by exchanging heat with the cooling water supplied to the first cooler 80, which will be described later. . The liquefied natural gas stored in the fuel tank 21 sequentially passes through the vaporizer 70 and the heater 130 and is vaporized and heated, thereby entering the fuel state required by the combustion engine 10 and enabling effective combustion. If necessary, an auxiliary heater (not shown) may be installed on the fuel supply pipe 20 between the vaporizer 70 and the heater 130. The auxiliary heater, for example, heat exchanges liquefied natural gas with ammonia to It can be heated. Ammonia cooled by heat exchange with liquefied natural gas in an auxiliary heater can be supplied to the carbon dioxide liquefaction process and used as a cold heat source to liquefy carbon dioxide. Since the combustion engine 10 burns liquefied natural gas as fuel, exhaust gas is generated. Since the generated exhaust gas contains carbon dioxide, it needs to be removed by passing it through a carbon dioxide capture system (CCS). The carbon dioxide capture system (CCS) separates carbon dioxide contained in exhaust gas, and includes an absorption tower (not shown) that injects an absorbent into the exhaust gas supplied from the cooling tower 50, which will be described later, and carbon dioxide is absorbed from the absorption tower. It includes a regeneration tower (not shown) that receives the absorbent and separates carbon dioxide from the absorbent. Carbon dioxide capture system (CCS) is a known technology, so detailed description will be omitted.

The combustion engine 10 and the carbon dioxide capture system (CCS) are connected to the exhaust pipe 30, and the exhaust pipe 30 flows exhaust gas discharged from the combustion engine 10 to the carbon dioxide capture system (CCS). A blower 40 and a cooling tower 50 may be installed on the exhaust pipe 30. The blower 40 assists the flow by forcibly discharging the exhaust gas, and the cooling tower 50 sprays cooling water into the exhaust gas to cool the exhaust gas. Since the exhaust gas discharged from the combustion engine 10 has a high temperature of approximately 150 to 400° C., when such exhaust gas is supplied as is to the absorption tower, carbon dioxide is not properly absorbed by the absorbent. In other words, the absorbent sprayed from the absorption tower has a high carbon dioxide absorption efficiency at about 30 to 50°C, so the exhaust gas is cooled in advance in the cooling tower 50. The exhaust gas supplied to the cooling tower (50) is cooled to an appropriate temperature through heat exchange with the cooling water, and the cooling water whose temperature has increased through heat exchange with the exhaust gas is discharged from the cooling tower (50) and goes through a series of cooling processes before returning to the cooling tower (50). can be circulated.

The cooling tower 50 receives cooling water through the cooling water supply pipe 60, and the cooling water supply pipe 60 can supply cooling water cooled by the cold heat of liquefied natural gas to the cooling tower 50. By supplying cooling water cooled by the cold heat of liquefied natural gas to the cooling tower 50, the exhaust gas can be cooled more effectively. Accordingly, the volume of the exhaust gas is reduced and the power of the blower 40 that forces the exhaust gas to flow Usage may decrease. As the power usage of the blower 40 decreases, the fuel consumption of the marine generator decreases, and accordingly, the amount of additional carbon dioxide generated also decreases, making it possible to easily meet the carbon dioxide reduction amount targeted by the carbon dioxide capture system (CCS). In addition, the size of the carbon dioxide capture system (CCS) can be reduced, thereby increasing space utilization within the ship. In addition, as the exhaust gas is sufficiently cooled in the cooling tower 50 and the power consumption of the blower 40 is reduced, the blower 40 can be installed in the cooling tower 50 as shown without installing an additional cooling device (after cooler). It is possible to install it at the rear end, which not only increases the efficiency of the blower 40 but also reduces costs due to omitting an additional cooling device.

More specifically, a first cooler 80 is installed on the cooling water supply pipe 60, and the first cooler 80 can cool the cooling water by exchanging heat with the refrigerant circulating in the refrigerant circulation pipe 90. The refrigerant may be, for example, glycol water. Since the refrigerant circulation pipe 90 passes through the vaporizer 70 and the first cooler 80, the refrigerant can circulate through the vaporizer 70 and the first cooler 80 to transfer cold heat between the liquefied natural gas and the cooling water. . That is, the refrigerant cooled by heat exchange with liquefied natural gas in the vaporizer 70 exchanges heat with the coolant in the first cooler 80 to cool the coolant, and is supplied in a heated state to the heater 140, which will be described later, and is further heated. Afterwards, it is circulated back to the vaporizer (70). By pre-heating the refrigerant from which the cold heat of liquefied natural gas is recovered by exchanging heat with the cooling water, the energy used to reheat the refrigerant can be saved, thereby improving engine efficiency. If necessary, a gas-liquid separator (not shown) and a pump (not shown) may be installed on the refrigerant circulation pipe 90 between the vaporizer 70 and the first cooler 80. The heater 140 is installed in the refrigerant circulation pipe 90 at the rear of the first cooler 80, and can heat the refrigerant that has passed through the first cooler 80 by exchanging heat with the exhaust gas supplied to the cooling tower 50. . The exhaust gas supplied to the cooling tower 50 is pre-cooled by heat exchange with the refrigerant in the heater 140, thereby reducing the cooling capacity of the cooling tower 50. Accordingly, the size of the cooling tower 50 can be reduced, thereby reducing space within the ship. Utilization can be increased. If necessary, an auxiliary heater (not shown) may be installed on the refrigerant circulation pipe 90 between the heater 140 and the vaporizer 70.

The cooling tower 50 may be formed by sequentially connecting a first cooling tower 51 using seawater as cooling water and a second cooling tower 52 using fresh water as cooling water. At this time, as shown, the cooling tower 50 may be divided into one tower to form a second cooling tower 52 at the top of the first cooling tower 51, or may be divided into two towers and form a first cooling tower ( 51) A second cooling tower 52 may be formed at the top. When the cooling tower 50 is divided into one tower to form a first cooling tower 51 and a second cooling tower 52, the blower 40 may be formed at the rear of the second cooling tower 52, and the cooling tower ( When 50) is separated into two towers to form a first cooling tower 51 and a second cooling tower 52, the blower 40 can be installed between the first cooling tower 51 and the second cooling tower 52. there is. The cooling tower 50 is formed by sequentially connecting the first cooling tower 51, which uses seawater as cooling water, and the second cooling tower 52, which uses fresh water as cooling water, so that the amount of fresh water used in the cooling tower 50 can be reduced, allowing fresh water to be used for other purposes within the ship, and salt in the exhaust gas due to using seawater as coolant can be removed by fresh water. Hereinafter, the structure of the cooling tower 50 in which the interior of one tower is partitioned to form the first cooling tower 51 and the second cooling tower 52 will be described in more detail.

The first cooling tower 51 and the second cooling tower 52 are formed by partitioning the inside of the cooling tower 50, and each has a packing unit (not shown) formed of a porous structure to increase the contact area between the exhaust gas and the cooling water. Can be installed. At this time, the packing unit installed in the first cooling tower 51 uses irregular packing (random packing) so that the exhaust gas can be cooled to a temperature similar to that of seawater by heat exchange with seawater supplied in a relatively large amount. The packing unit installed in the second cooling tower 52 may be structured packing so that the exhaust gas primarily cooled in the first cooling tower 51 can be cooled while sufficiently contacting fresh water and at the same time remove salt. ) can be applied. Since salt contained in the exhaust gas is removed in the second cooling tower 52, performance degradation of the carbon dioxide capture system (CCS) due to salt can be prevented.

The cooling water supply pipe 60 circulates the seawater discharged from the first cooling tower 51 back to the first cooling tower 51, and the fresh water discharged from the second cooling tower 52 is recycled back to the first cooling tower 51. 2 It includes a second cooling water supply pipe (62) that circulates to the cooling tower (52). The heater 130 and the first cooler 80, including a pump (not shown), are installed on the first coolant supply pipe 61, and fresh water is supplied to the first cooler 80 on the second coolant supply pipe 62. A second cooler 100 may be installed to cool the water by exchanging heat with the seawater that has passed through it. That is, the seawater discharged from the first cooling tower 51 passes through the heater 130 and the first cooler 80 in turn, is cooled, and then circulates to the first cooling tower 51 through the second cooler 100, Fresh water discharged from the second cooling tower (52) is cooled by heat exchange with seawater in the second cooler (100) and then circulated to the second cooling tower (52). The first cooling water supply pipe 61 at the rear end of the second cooler 100 may be connected to the seawater supply pipe 63 that supplies seawater introduced from the outside to the first cooling tower 51, and the seawater supply pipe 63 is connected to the seawater inlet pump. It can be connected to (63a) to receive seawater. In addition, a branch pipe 64 connected to the seawater storage tank 150 may be branched on the first cooling water supply pipe 61 in front of the heater 130, and connected to the seawater storage tank 150 through the branch pipe 64. When necessary, the stored seawater can be supplied to the water generator module 120, which will be described later, through the return pipe 151 or discharged through the discharge pipe 152. In addition, on the second cooling water supply pipe 62 in front of the second cooler 100, a bypass pipe 110 that bypasses the second cooler 100 is branched, and on the bypass pipe 110, a fresh water generator module ( 120) can be installed. Since the fresh water is discharged from the second cooling tower 52 and circulates back to the second cooling tower 52 through the second cooling water supply pipe 62, the salt concentration in the fresh water may increase over time. As the salt concentration in fresh water increases, it causes a decrease in the performance of carbon dioxide capture system (CCS), so it is necessary to regenerate fresh water. The bypass pipe 110 is connected to a separator (not shown) installed on the second cooling water supply pipe 62 in front of the second cooler 100 and supplies fresh water to the fresh water generator module 120, and the fresh water generator module ( 120) can regenerate the seawater supplied through the aforementioned recovery pipe 151 and the fresh water supplied through the bypass pipe 110 and supply them back to the second cooling tower 52 through the bypass pipe 110. If necessary, a pump (not shown) may be installed on the second cooling water supply pipe 62 at the rear end of the separator.

Meanwhile, it is also possible to directly exchange heat between fresh water and refrigerant, but considering the piping arrangement of the second cooling water supply pipe 62, which is operated in a closed loop at the top of the first cooling tower 51, heat exchange between seawater and refrigerant first, and then transfer seawater into fresh water. It would be desirable to exchange heat with. In addition, the seawater that exchanges heat with the refrigerant in the first cooler (80) may be supplied by partially branching the seawater introduced from the seawater inlet pump (63a), but the high temperature seawater discharged from the bottom of the first cooling tower (51) is branched and supplied. This would be preferable in terms of cold heat recovery efficiency.

Hereinafter, with reference to FIG. 2, the operation of the power generation system 1 will be described in more detail.

Figure 2 is an operational diagram for explaining the operation of the power generation system of Figure 1.

The power generation system 1 according to the present invention recovers the cold heat of liquefied natural gas and cools the cooling water supplied to the cooling tower 50, so that the exhaust gas can be cooled more effectively, thereby reducing the volume of the exhaust gas. As a result, the power consumption of the blower 40 that forces the exhaust gas to flow can be reduced. As the power usage of the blower 40 decreases, the fuel consumption of the marine generator decreases, and accordingly, the amount of additional carbon dioxide generated also decreases, making it possible to easily meet the carbon dioxide reduction amount targeted by the carbon dioxide capture system (CCS). In addition, the size of the carbon dioxide capture system (CCS) can be reduced, thereby increasing space utilization within the ship. In addition, as the exhaust gas is sufficiently cooled in the cooling tower 50 and the power consumption of the blower 40 is reduced, it is possible to install the blower 40 at the rear of the cooling tower 50 without installing an additional cooling device (after cooler). This is possible, and as a result, the efficiency of the blower 40 can be increased and costs due to omission of an additional cooling device can be reduced. In addition, by configuring the cooling tower 50 with a first cooling tower 51 in which sea water is used as cooling water, and a second cooling tower 52 in which fresh water is used as cooling water, the amount of fresh water used in the cooling tower 50 can be reduced. Therefore, fresh water can be used for other purposes within the ship, and the use of seawater as a coolant also has the advantage that salts in the exhaust gas can be removed by fresh water. In addition, by preheating the refrigerant from which the cold heat of liquefied natural gas is recovered by exchanging heat with the cooling water, the energy used to reheat the refrigerant can be saved, thereby improving engine efficiency.

The liquefied natural gas stored in the fuel tank 21 moves to the vaporizer 70 through the fuel supply pipe 20 and is vaporized by heat exchange with the refrigerant circulating in the refrigerant circulation pipe 90 in the vaporizer 70. The vaporized liquefied natural gas moves to the heater 130 through the fuel supply pipe 20, and is heated by heat exchange with seawater circulating in the first cooling water supply pipe 61 in the heater 130. The liquefied natural gas heated in the heater 130 is supplied to the combustion engine 10, and the combustion engine 10 generates power by burning the vaporized and heated liquefied natural gas. The exhaust gas generated by combustion of fuel in the combustion engine 10 is discharged through the exhaust pipe 30, is cooled by heat exchange with the refrigerant circulating in the refrigerant circulation pipe 90 in the heater 140, and then flows to the cooling tower 50. supplied. The exhaust gas is supplied to the lower part of the first cooling tower 51, flows upward, and is cooled as it comes into contact with seawater and gas-liquid. At this time, seawater may be supplied through the seawater supply pipe 63. The seawater in contact with the exhaust gas and liquid is discharged to the first cooling water supply pipe 61, and a portion of it is cooled by sequentially passing through the heater 130 and the first cooler 80, and then passes through the second cooler 100 to the first coolant supply pipe 61. It is circulated to the cooling tower (51), and the remaining part is branched to the branch pipe (64) and stored in the seawater storage tank (150). Seawater stored in the seawater storage tank 150 may be supplied to the fresh water generator module 120 through the return pipe 151 or discharged through the discharge pipe 152, as needed. The exhaust gas primarily cooled in the first cooling tower 51 is supplied to the lower part of the second cooling tower 52, flows upward, is secondarily cooled while coming into contact with fresh water and gas liquid, and is then discharged through the exhaust pipe 30. Since the blower 40 is installed on the exhaust pipe 30, the exhaust gas can be easily discharged from the second cooling tower 52 and supplied to the carbon dioxide capture system (CCS). Meanwhile, the fresh water in contact with the exhaust gas and liquid is discharged to the second cooling water supply pipe 62, cooled by heat exchange with seawater in the second cooler 100, and then circulated to the second cooling tower 52. At this time, when the salt concentration in the fresh water is higher than the standard value, the bypass pipe 110 is opened and some of the fresh water discharged to the second cooling water supply pipe 62 bypasses the second cooler 100 and goes to the fresh water generator module 120. can be supplied. To measure the salt concentration in fresh water, a concentration sensor (not shown) that measures the salt concentration may be installed on the second cooling water supply pipe 62.

Hereinafter, with reference to FIG. 3, the power generation system 1-1 according to another embodiment of the present invention will be described in detail.

Figure 3 is an operational diagram of a power generation system according to another embodiment of the present invention.

In the power generation system 1-1 according to another embodiment of the present invention, the first cooling tower 51 and the second cooling tower 52 are separated and connected to the exhaust pipe 30, and the blower 40 is connected to the first cooling tower ( It is installed in the exhaust pipe 30 between 51) and the second cooling tower 52. In the power generation system 1-1 according to another embodiment of the present invention, the first cooling tower 51 and the second cooling tower 52 are separated and connected to the exhaust pipe 30, and the blower 40 is connected to the first cooling tower ( 51) and the second cooling tower 52, except that it is installed in the exhaust pipe 30, which is substantially the same as the above-described embodiment. Therefore, this will be mainly explained, but unless otherwise stated, the description of the remaining components will be replaced by the above-mentioned details.

The first cooling tower 51 and the second cooling tower 52 are formed separately from each other, and the blower 40 is installed on the exhaust pipe 30 connecting the first cooling tower 51 and the second cooling tower 52. You can. When dividing the inside of one tower to form a first cooling tower (51) and a second cooling tower (52), it may not be applicable to ships due to height restrictions, etc. For this reason, if the height of the tower is lowered, exhaust gas and cooling water There is a problem that the cooling effect of the exhaust gas is reduced as the contact time and area are reduced. If the first cooling tower 51 and the second cooling tower 52 are separated and connected to the exhaust pipe 30, the height can be lowered, which has the advantage of being easy to apply to ships. The position of the blower 40 is not limited, and as shown, it may be installed on the exhaust pipe 30 connecting the first cooling tower 51 and the second cooling tower 52, and the second cooling tower 52 ) The rear end may be installed on the exhaust pipe 30

Hereinafter, with reference to FIG. 4, the power generation system 1-2 according to another embodiment of the present invention will be described in detail.

Figure 4 is an operational diagram of a power generation system according to another embodiment of the present invention.

In the power generation system (1-2) according to another embodiment of the present invention, the seawater supply pipe 63 and branch pipe 64 described above are omitted, and the first cooling water supply pipe 61 connects the seawater storage tank 150. It penetrates and is connected to the first cooling tower 51, and at least one blower 40 is installed on the exhaust pipe 30 between the combustion engine 10 and the cooling tower 50. In the power generation system (1-2) according to another embodiment of the present invention, the seawater supply pipe 63 and branch pipe 64 described above are omitted, and the first cooling water supply pipe 61 connects the seawater storage tank 150. It is connected to the first cooling tower 51 through and through, and is substantially similar to the above-described embodiment, except that at least one blower 40 is installed on the exhaust pipe 30 between the combustion engine 10 and the cooling tower 50. is the same as Therefore, this will be mainly explained, but unless otherwise stated, the description of the remaining components will be replaced by the above-mentioned details.

The first cooling water supply pipe 61 penetrates the seawater storage tank 150 and is connected at both ends to the lower and upper ends of the first cooling tower 51, respectively, and the first cooler 80 and the second cooler 100 store seawater. It may be located on the first coolant supply pipe 61 at the rear end of the tank 150. The seawater supply pipe 63 and the branch pipe 64 are omitted, and the first cooling water supply pipe 61 passes through the seawater storage tank 150 and is connected to the first cooling tower 51, so that the seawater connected to the seawater supply pipe 63 The power consumption of the inlet pump (63a) can be reduced and the piping arrangement can be simplified, thereby increasing space utilization within the ship. At least one blower 40 may be installed on the exhaust pipe 30 between the combustion engine 10 and the cooling tower 50. In the drawing, the blower 40 is shown as installed at the front and rear ends of the heater 140, but it is not limited thereto, and if necessary, the blower 40 is installed only at either the front end or the rear end of the heater 140. It could be.

Hereinafter, with reference to FIG. 5, the power generation system 1-3 according to another embodiment of the present invention will be described in detail.

Figure 5 is an operational diagram of a power generation system according to another embodiment of the present invention.

The power generation system (1-3) according to another embodiment of the present invention uses the refrigerant circulating in the refrigerant circulation pipe (90) as a cold heat source to liquefy carbon dioxide. The power generation system (1-3) according to another embodiment of the present invention is substantially the same as the above-described embodiment, except that the refrigerant circulating in the refrigerant circulation pipe (90) is used as a cold heat source to liquefy carbon dioxide. do. Therefore, this will be mainly explained, but unless otherwise stated, the description of the remaining components will be replaced by the above-mentioned details.

A vaporizer 70 and a heater 130 are installed on the fuel supply pipe 20 connected to the combustion engine 10. The vaporizer 70 vaporizes the liquefied natural gas by exchanging heat with the refrigerant circulating in the refrigerant circulation pipe 90, and the heater 130 heats the vaporized liquefied natural gas through the first cooling water supply pipe 61 to the first cooler (80). ) is heated by heat exchange with the coolant supplied. At this time, the refrigerant is not limited, but may be, for example, propylene. If the refrigerant is made of propylene, the cold heat of liquefied natural gas can cool the coolant and simultaneously liquefy carbon dioxide, allowing the system to operate more efficiently.

More specifically, the refrigerant cooled by heat exchange with liquefied natural gas in the vaporizer 70 is expanded while passing through a pressure reducing valve (not shown), and then at least part of it is liquefied and supplied to the gas-liquid separator 91, and the gas-liquid separator ( Part of the liquid refrigerant separated in 91) is supplied to the first cooler 80 through the pump 92, and the remaining part is supplied to the first auxiliary heater 93. The liquid refrigerant supplied to the first cooler 80 exchanges heat with the coolant to cool the coolant, is heated and supplied to the heater 140 in a vaporized state, is further heated, and then circulates back to the vaporizer 70. Since the second auxiliary heater 94 and the compressor 95 are installed on the refrigerant circulation pipe 90 between the heater 140 and the vaporizer 70, the refrigerant can be heated and pressurized and then circulated to the vaporizer 70. The liquid refrigerant supplied to the first auxiliary heater (94) directly exchanges heat with carbon dioxide to liquefy the carbon dioxide, and joins the front end of the second auxiliary heater (94) in a heated and vaporized state. The vapor phase refrigerant separated in the gas-liquid separator (91) may also join the front end of the second auxiliary heater (94). In the drawing, it is shown that the gaseous refrigerant separated in the gas-liquid separator 91 joins the gaseous refrigerant that passed through the first auxiliary heater 93 and joins the front end of the second auxiliary heater 94, but it is not limited to this. , If necessary, the gaseous refrigerant separated in the gas-liquid separator 91 may be directly joined to the front end of the second auxiliary heater 94. Meanwhile, the seawater flowing into the seawater supply pipe 63 is branched and some of it is divided into the first auxiliary heater 94. It is supplied to the cooling tower 51, and the remaining part may join the flow of cooling water supplied to the first cooler 80.

Although embodiments of the present invention have been described above with reference to the attached drawings, those skilled in the art will understand that the present invention can be implemented in other specific forms without changing its technical idea or essential features. You will be able to understand it. Therefore, the embodiments described above should be understood in all respects as illustrative and not restrictive.

1: Power generation system
10: combustion engine 20: fuel supply pipe
21: fuel tank 30: exhaust pipe
40: blower 50: cooling tower
51: first cooling tower 52: second cooling tower
60: Cooling water supply pipe 61: First cooling water supply pipe
62: second cooling water supply pipe 63: seawater supply pipe
64: branch pipe 70: carburetor
80: first cooler 90: refrigerant circulation pipe
91: Gas-liquid separator 92: Pump
93: 1st auxiliary heater 94: 2nd auxiliary heater
95: compressor 100: second cooler
110: Bypass pipe 120: Water generator module
130: heater 140: heater
150: Seawater storage tank 151: Recovery pipe
152: discharge pipe
CCS: Carbon dioxide capture system

Claims (10)

A combustion engine that generates power by burning liquefied natural gas;
A fuel supply pipe supplying the liquefied natural gas to the combustion engine;
an exhaust pipe through which exhaust gas discharged from the combustion engine flows;
A blower installed on the exhaust pipe to forcibly discharge the exhaust gas;
A cooling tower installed on the exhaust pipe and spraying cooling water into the exhaust gas, and
It includes a cooling water supply pipe that supplies the cooling water to the cooling tower,
A power generation system in which the cooling water is cooled by the cold heat of the liquefied natural gas and supplied to the cooling tower. According to claim 1,
A vaporizer installed in the fuel supply pipe to vaporize the liquefied natural gas,
A first cooler installed in the cooling water supply pipe, and
A power generation system further comprising a refrigerant circulation pipe in which a refrigerant circulates between the vaporizer and the first cooler to transfer cold heat between the liquefied natural gas and the cooling water. The method of claim 2, wherein the cooling tower is:
A power generation system in which a first cooling tower using seawater as the cooling water and a second cooling tower using fresh water as the cooling water are sequentially connected. The method of claim 3, wherein the blower is:
A power generation system installed at the rear of the second cooling tower or between the first cooling tower and the second cooling tower. According to clause 3,
The cooling water supply pipe is a power generation system that circulates and supplies the cooling water discharged from the cooling tower back to the cooling tower. The method of claim 5, wherein the cooling water supply pipe is:
A first cooling water supply pipe through which the first cooler is installed and the seawater flows,
It includes a second cooling water supply pipe through which the fresh water flows,
A power generation system further comprising a second cooler installed on the second cooling water supply pipe to cool the fresh water by exchanging heat with the seawater that has passed through the first cooler. According to clause 6,
a bypass pipe branching from the second cooling water supply pipe at the front of the second cooler and bypassing the second cooler;
A power generation system further comprising a fresh water generator module installed on the bypass pipe to regenerate the fresh water. According to clause 2,
A power generation system further comprising a heater installed in the fuel supply pipe at a rear end of the vaporizer and heating the vaporized liquefied natural gas by exchanging heat with the cooling water supplied to the first cooler. According to clause 2,
A power generation system further comprising a heater installed in the refrigerant circulation pipe at a rear end of the first cooler and heating the refrigerant that has passed through the first cooler by exchanging heat with the exhaust gas supplied to the cooling tower. According to clause 9,
The blower is a power generation system in which at least one is installed on the exhaust pipe between the combustion engine and the cooling tower.