WO2012081854A2

WO2012081854A2 - Waste heat recovery device for a marine vessel

Info

Publication number: WO2012081854A2
Application number: PCT/KR2011/009379
Authority: WO
Inventors: 손문호; 박건일; 이승재; 이호기; 진정근; 최재웅
Original assignee: 삼성중공업주식회사
Priority date: 2010-12-17
Filing date: 2011-12-06
Publication date: 2012-06-21
Also published as: WO2012081854A3

Abstract

A waste heat recovery device for a marine vessel is disclosed. According to the embodiments of the present invention, the waste heat recovery device for a marine vessel includes: a heat exchanger, which recovers heat from the exhaust fumes discharged from the engine, to heat a first refrigerant under uniform pressure; a turbine which is driven by adiabatically expanding the first refrigerant heated under uniform pressure; a condenser which condenses the adiabatically expanded first refrigerant; and a heat exchanging pump which compresses the condensed first refrigerant so as to re-circulate the compressed first refrigerant to the heat exchanger.

Description

Waste heat recovery device for ship

The present invention relates to a waste heat recovery apparatus for ships, and more particularly, to a waste heat recovery apparatus for ships that recovers waste heat of exhaust gas discharged from an engine of a ship.

Recently, with the advent of high oil prices, efforts have been made to improve the energy efficiency of ships, reduce fuel costs, and secure eco-friendliness of ship operations.

In general, energy consumes most of the propulsion main engine in ship operation, and about 25% of the fuel required for the operation of the main engine is exhausted into the atmosphere as exhaust gas. Therefore, various apparatuses for recovering a part of waste heat by using such exhaust gas are actively introduced.

1 is a schematic diagram showing a waste heat recovery apparatus for ships according to the prior art. Referring to Figure 1, the waste heat recovery apparatus for ships according to the prior art recovers the heat of the exhaust gas after installing a heat recovery device (boiler) 121 in the exhaust pipe 111 from which the exhaust gas is discharged from the engine 110 of the vessel (Isothermal heating) produced high temperature steam and used as various energy sources.

However, since the waste heat recovery apparatus for ships according to the prior art is configured to recover the waste heat of the exhaust gas only through a single configured heat recoverer 121, the waste heat of the exhaust gas in the high temperature state still passes through the heat recoverer 121. There is a problem such that it is not recovered and released to the atmosphere, causing waste of energy.

Further, no heat recovery means is provided for recovering heat from coolers for cooling the generated heat of the engine itself.

On the other hand, the operation rate of the engine 110 is changed while the ship is operating. For example, a vessel may operate the engine 110 at full load for about two thirds of the total number of operating days, and operate the engine 110 at a lower load than the full load. . As such, when the engine 110 is operated at a lower load than the full load, the exhaust gas is generated relatively less than when the full load is used.

Such a change in the amount of exhaust gas has a change in the amount of heat introduced into the Rankine cycle, which seriously affects the efficiency of the Rankine cycle, so that the waste heat of the engine exhaust gas can be recovered more than before to drive the turbine. This should be taken into consideration in the development of the ship's waste heat recovery system to generate electricity more stably.

Therefore, the technical problem to be achieved by the present invention is to provide a waste heat recovery apparatus for ships that can improve the energy (electricity) generating ability by driving the turbine by recovering the heat source of the exhaust gas of the engine as much as possible.

According to an aspect of an embodiment of the present invention, a heat exchanger for recovering heat from the exhaust gas discharged from the engine to heat isostatic pressure of the first refrigerant; A turbine driven by adiabatic expansion of the isothermally heated first refrigerant; A condenser for condensing the thermally expanded first refrigerant; And a heat exchange pump for compressing the condensed first refrigerant to be recycled to the heat exchanger.

The coolant may further include a plurality of coolers for cooling the heat generated by the engine, and the condensed first refrigerant may be recycled to the heat exchanger by receiving heat from the plurality of coolers.

The apparatus may further include a recuperator for supplying heat discharged from the turbine to the first refrigerant supplied to the heat exchanger.

In the exhaust pipe through which the exhaust gas discharged from the engine passes may be provided in front of the heat exchanger may further include a heat recovery for recovering the heat of the exhaust gas separately from the heat exchanger.

An auxiliary turbine driven by adiabatic expansion of the second refrigerant heated isostatically by using the heat recovered from the heat recovery unit; An auxiliary condenser for condensing the adiabatic expanded second refrigerant; And an auxiliary pump compressing the condensed second refrigerant and recycling the second refrigerant to the heat recovery unit.

The condenser may use seawater as a cooling medium.

A cooling line connected to the condenser for supplying seawater to the condenser; And it may include a cooling pump for forcibly circulating sea water on the cooling line.

It includes a jacket cooler for cooling the heat generated in the engine, the condensed first refrigerant may be recycled to the heat exchanger receives the heat from the jacket cooler.

A condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser; A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line; A seawater heat exchanger in which heat exchange is performed between the third refrigerant and seawater; A seawater line connected to the seawater heat exchanger for supplying seawater to the seawater heat exchanger; And a seawater pump for forcibly circulating the seawater on the seawater line.

A condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser; A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line; A main cooler configured to exchange heat between the third refrigerant and the sea water, and to exchange fresh water for cooling and the sea water; A seawater line connected to the main cooler for supplying the seawater to the main cooler; And a seawater pump for forcibly circulating the seawater on the seawater line.

The first refrigerant may be any one of ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, and R245fa.

And a turbocharger operated by the exhaust gas, wherein the heat exchanger is disposed between the turbocharger and the turbine to exchange heat between the exhaust gas discharged from the turbocharger and the first refrigerant supplied to the turbine. It may include a heat exchange unit that mediates.

The heat exchanger may include at least one circulation pump to circulate the trough fluid circulating through the heat exchange unit.

The heat exchange unit may include: a first heat exchange unit configured to exchange heat between the exhaust gas discharged from the turbocharger and the trough fluid; And a second heat exchanger configured to exchange heat between the exhaust gas discharged from the first heat exchanger and the first refrigerant supplied to the turbine.

The heat exchange unit may further include a third heat exchanger disposed at a front end of the first heat exchanger to heat the trough fluid by exchanging air supplied from the turbocharger with the trough fluid.

The heat exchanger may further include a bypass unit for bypassing the trough fluid to the first heat exchange unit without passing through the third heat exchange unit.

The bypass unit may further include a control valve for adjusting the flow rate of the trough fluid.

The control valve may adjust a flow rate of the trough fluid supplied to the third heat exchange part in response to a load change of the engine.

The heat exchanger may further include a storage unit in which the trough fluid is temporarily stored.

The control valve may adjust the flow rate of the trough fluid supplied to the third heat exchange unit so that the amount of heat supplied to the second heat exchange unit is maintained at a constant level.

A temperature sensor for measuring the temperature of the heat-mediated fluid supplied to the second heat exchanger is provided at the front end of the second heat exchanger, and the control valve is supplied to the second heat exchanger based on the detected value of the temperature sensor. The flow rate of the thigh fluid supplied to the third heat exchange part may be adjusted to maintain the temperature of the tide fluid.

The circulation pump may adjust the flow rate of the trough fluid so that the temperature of the trough fluid that exchanges heat with the first refrigerant is kept constant.

Embodiments of the present invention can improve the energy (electricity) generating ability while being able to drive the plurality of turbines by recovering the heat source of the exhaust gas of the engine as much as possible.

In addition, by appropriately adjusting the flow rate of the trough fluid circulating the heat exchanger, it is possible to generate electricity stably despite the load change of the engine.

1 is a schematic diagram showing a waste heat recovery apparatus for ships according to the prior art.

2 is a schematic view showing a waste heat recovery apparatus for ships according to a first embodiment of the present invention.

3 is a schematic view showing a waste heat recovery apparatus for a ship according to a second embodiment of the present invention.

Figure 4 is a schematic diagram showing a waste heat recovery apparatus for ships according to a third embodiment of the present invention.

5 is a schematic view showing a waste heat recovery apparatus for a ship according to a fourth embodiment of the present invention.

6 is a schematic view showing a waste heat recovery apparatus for a ship according to a fifth embodiment of the present invention.

7 is a view for explaining a waste heat recovery apparatus for ships according to a sixth embodiment of the present invention.

8 is a view for explaining the waste heat recovery apparatus for ships according to a seventh embodiment of the present invention.

In order to fully understand the present invention, 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 which illustrate preferred embodiments of the present invention and the contents described in the accompanying drawings.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference numerals in the drawings denote like elements.

Hereinafter, in describing the embodiments of the present invention, “isothermal heating” should be understood as “isothermal heating” of the term used in thermodynamics, rather than heating the pressure mathematically or physically while maintaining the exact same. In addition, the meaning of “thermal expansion” and the like described herein should be interpreted in the same manner.

2, the waste heat recovery apparatus for ships according to an embodiment of the present invention, the heat exchanger 41 for recovering heat from the exhaust gas discharged from the engine 10 to isothermally heat the first refrigerant, and isothermally heated A turbine 42 driven by adiabatic expansion of the first refrigerant, a condenser 43 condensing the adiabatic expansion first refrigerant, and a heat exchange pump 44 which compresses and recycles the condensed first refrigerant to the heat exchanger 41. And a heat recovery unit 31 provided at the front end of the heat exchanger 41 on the exhaust pipe 11 through which the exhaust gas discharged from the engine 10 passes, for recovering heat of the exhaust gas separately from the heat exchanger 41. Include.

In this embodiment, the heat of the exhaust gas is recovered through the heat recovery unit 31 installed in the exhaust pipe 11 of the engine 10 from which the exhaust gas is discharged to generate steam, and then utilized as various energy sources. 31) The heat exchanger 41 is further provided in the exhaust pipe 11 of the rear stage, and the turbine 42 driven using the heat | fever recovered by this heat exchanger 41, and the 1st refrigerant | coolant of this turbine 42 are provided. By providing a condenser 43 for condensing and a heat exchange pump 44 for compressing the condensed water (first refrigerant), waste heat of the exhaust gas can be further recovered. The first refrigerant may be any one of an organic compound, that is, ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, and R245fa.

However, the scope of the present invention is not limited thereto, and if the first refrigerant can recover the waste heat from the high temperature exhaust gas, the heat recovery unit 31 may be omitted, and the first refrigerant may not be an organic compound. Cooling media may also be used.

Meanwhile, the ship waste heat recovery apparatus according to the embodiment of the present invention further includes a recuperator 45 for supplying waste heat discharged from the turbine 42 to the first refrigerant supplied to the heat exchanger 41. As a result, the first refrigerant supplied with the waste heat discharged from the turbine 42 is supplied to the heat exchanger 41 so as to improve the efficiency.

In addition, the engine 10 is provided with a plurality of coolers for cooling the heat generated by the engine itself, that is, the oil cooler 12, the air cooler 13, the jacket cooler 14, for ships according to an embodiment of the present invention In order to further improve the efficiency of the waste heat recovery device, the first refrigerant compressed through the heat exchange pump 44 is configured to receive heat from the plurality of

coolers

12, 13, and 14 to be recycled to the heat exchanger 41. have.

Meanwhile, seawater may be used as the cooling medium used in the condenser 43, and the cooling line 51 connected to the condenser 43 and the cooling line 51 may be used to supply seawater to the condenser 43. A cooling pump 52 for forcibly circulating seawater is further provided.

Hereinafter, a description will be given of the operation of the waste heat recovery apparatus for ships which is the first embodiment of the present invention.

First, the heat of the exhaust gas is recovered (isometrically heated) through the heat recovery unit 31 to generate superheated steam and used as various energy sources. The heat exchanger 41 then uses the exhaust gas that has passed through the heat recovery unit 31. The heat is recovered again (isothermal heating) so that the first refrigerant is in a superheated steam state, and then the turbine 42 is driven while adiabatic expansion of the first refrigerant is performed in the turbine 42, and discharged from the turbine 42. The gas (first refrigerant) is isothermally cooled by the cooling medium in the condenser 43 to become saturated water (first refrigerant), and adiabaticly compressed by the heat exchange pump 44, and then supplied to the heat exchanger 41 to be evaporated. By repeating the process to recover the waste heat of the exhaust gas as possible to drive the turbine 42.

At this time, the first refrigerant compressed through the heat exchange pump 44 receives heat from the plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket coolers 14, and then recuperators 45 again. Since the waste heat discharged from the turbine 42 is supplied to the heat exchanger 41, the efficiency may be further improved.

As described above, in the present embodiment, the heat recovery unit 31 is provided, but the first refrigerant used in the heat exchanger 41 recovers heat of the high-temperature exhaust gas like the refrigerant used in the heat recovery unit 31 of the present embodiment. In this case, the heat recoverer 31 may be omitted.

3 is a view showing the configuration of the waste heat recovery apparatus for ships according to a second embodiment of the present invention.

This embodiment differs in part of the configuration when compared with the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. 2, the following description will only be given of the configuration that differs from the present embodiment. Shall be.

Referring to FIG. 3, in a ship waste heat recovery apparatus according to a second embodiment of the present invention, a heat exchanger 41 is installed in an exhaust pipe 11 at a rear end of a heat recovery unit 31 and recovered from the heat exchanger 41. A turbine 42 driven using heat, a condenser 43 for condensing the gas (first refrigerant) of the turbine 42, and a heat exchange pump 44 for compressing the condensed water (first refrigerant) are provided. Exhaust gas through a heat recovery unit 31 provided in the exhaust pipe 11 of the engine 10 through which the exhaust gas is discharged, in addition to the same cycle as the above-described first embodiment for allowing the waste heat of the exhaust gas to be recovered further. After recovering the heat to drive the auxiliary turbine 32, the second refrigerant is condensed in the auxiliary condenser 33, the condensed second refrigerant is compressed in the auxiliary pump 34 is supplied back to the heat recovery machine (31) To drive the auxiliary turbine 32 by continuously recovering the waste heat of the exhaust gas while repeating It is adding more cycles.

Looking at the operation process of the waste heat recovery apparatus for ships according to the second embodiment of the present invention according to such a configuration as follows.

First, the heat recovery unit 31 recovers the heat of the exhaust gas (isothermal heating) so that the second refrigerant is in the superheated steam state, and then, the second refrigerant is adiabaticly expanded in the auxiliary turbine 32 while the auxiliary turbine 32 is insulated. The second refrigerant discharged from the auxiliary turbine 32 is then isothermally cooled by a cooling medium (sea water) in the first condenser 33 to become saturated water, and then adiabaticly compressed by the auxiliary pump 34 again. The auxiliary turbine 32 is driven by continuously recovering the waste heat of the exhaust gas while repeating the process of being supplied to the heat recoverer 31 and evaporating.

At the same time, the heat exchanger 41 recovers (heat isothermally) the heat of the exhaust gas which has passed through the heat recoverer 31 so that the first refrigerant is in the superheated steam state, and then the turbine 42 has the next step. After the refrigerant is adiabaticly expanded, the turbine 42 is driven, and the gas (first refrigerant) discharged from the turbine 42 is isothermally cooled by the cooling water in the condenser 43, which is the next step, to become saturated water. The heat exchange pump 44, which is the next step, is adiabatic and supplied to the heat exchanger 41 and is repeatedly evaporated to recover the waste heat of the exhaust gas as much as possible to drive the turbine 42.

In addition, the first refrigerant compressed by the heat exchange pump 44 receives heat from the plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket coolers 14, and then returns the recuperator 45 again. Since the waste heat discharged from the turbine 42 is supplied to the heat exchanger 41, the efficiency is further improved.

As described above, the embodiment of the present invention provides a heat exchanger 41 and a turbine 42 unlike the conventional waste heat recovery apparatus for ships, so that the heat of exhaust gas discharged from the engine 10 of the vessel, that is, waste heat, is recovered. 31 to recover the primary through the primary turbine 32, and again to recover the waste heat through the heat exchanger 41 to drive the turbine 42, thereby basically exhausting the engine 10 It is possible to drive the plurality of

turbines

32 and 42 by recovering the heat source of the gas as much as possible, thereby improving the energy (electricity) generating ability.

In addition, the first refrigerant from the plurality of

coolers

12, 13, and 14 also recovers heat and supplies the heat to the heat exchanger 41, and also recovers heat by using the waste heat discharged from the turbine 42. Also in the hot air 45, the efficiency is improved by supplying heat to the first refrigerant supplied to the heat exchanger 41.

4 is a view showing the configuration of a waste heat recovery apparatus for ships according to a third embodiment of the present invention.

Referring to FIG. 4, the waste heat recovery apparatus according to the third embodiment of the present invention includes a jacket cooler 14 for cooling heat generated in the engine 10, and the condensed first refrigerant may be a jacket cooler ( The heat is supplied from 14) and recycled to the heat exchanger 41. That is, in the present embodiment, unlike the first embodiment, the first refrigerant compressed through the heat exchange pump 44 receives heat from only the jacket cooler 14 and is supplied to the heat exchanger 41. This is because the heat can be supplied from the jacket cooler 14 relatively more than the oil cooler 12 and the air cooler 13, so that the line passing through the oil cooler 12 and the air cooler 13 is omitted. While the entire cycle can be simplified compared to the example, there is an advantage in that there can be no significant reduction in efficiency compared to the first embodiment.

5 is a view showing the configuration of the waste heat recovery apparatus for ships according to a fourth embodiment of the present invention.

5, the condenser 43 of the waste heat recovery apparatus according to the fourth embodiment of the present invention uses a third refrigerant as a cooling medium, and the third refrigerant exchanges heat with seawater.

In more detail, the condenser cooling line 61 connected to the condenser 43 for supplying the third refrigerant to the condenser 43 and the condenser cooling for forcibly circulating the third refrigerant on the condenser cooling line 61. A pump 62, a seawater heat exchanger 63 in which heat is exchanged between the third refrigerant and seawater, and a seawater line 64 connected to the seawater heat exchanger 63 to supply seawater to the seawater heat exchanger 63. And, the sea water line 64 includes a sea water pump 65 for forcibly circulating sea water.

That is, when the cooling of the condenser 43 is made by sea water, there is a possibility that corrosion occurs in the condenser 43, etc. In order to prevent this, a separate condenser cooling line 61 is provided indirectly, so that the sea water and the condenser 43 Allow heat exchange.

6 is a view showing the configuration of the waste heat recovery apparatus for ships according to a fifth embodiment of the present invention.

Referring to FIG. 6, the waste heat recovery apparatus according to the fifth embodiment of the present invention includes a condenser cooling line 61 connected to the condenser 43 to supply a third refrigerant to the condenser 43, and the condenser cooling. A condenser cooling pump 62 for forcibly circulating the third refrigerant in the line 61, a main cooler 71 in which heat exchange between the third refrigerant and sea water and heat exchange between the fresh water and cooling water is performed, and a main cooler ( A seawater line 64 connected to the main cooler 71 to supply seawater to the seawater 71, and a seawater pump 65 for forcibly circulating the seawater in the seawater line 64.

The main cooler 71 refers to a place where the fresh water for cooling and the sea water are exchanged for cooling the device in the ship, and the cooling fresh water is supplied through the fresh water line 81 and the fresh water pump (not shown).

The third coolant that cools the condenser 43 in the main cooler 71 exchanges seawater with the condenser 43 by indirectly exchanging the seawater with the seawater, thereby preventing corrosion of the condenser 43 by seawater. .

This embodiment differs only in part from its configuration when compared to the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. The description and reference numerals of the embodiments are used.

Referring to FIG. 7, the waste heat recovery apparatus for ships according to the sixth embodiment of the present invention operates as an energy source using the exhaust gas of the engine 10 generating the propulsion force of the ship as in the first embodiment.

In more detail, the exhaust gas discharged from the engine 10 is introduced into the turbocharger 15 at a temperature higher than the temperature range of about 240 ° C to 250 ° C, and the exhaust gas discharged from the turbocharger 15 is about 240 It has a temperature range of ℃ to 250 ℃. The exhaust gas discharged from the engine 10 is a high pressure state and the exhaust gas rotates a blade (not shown) provided in the turbocharger 15.

At the same time, external air flows into the turbocharger 15, and the external air introduced into the turbocharger 15 is compressed by a blade (not shown) that is rotated by the exhaust gas supplied to the turbocharger 15. In this process, the outside air becomes hot.

The exhaust gas discharged from the turbocharger 15 may be supplied to the heat exchange unit 70 provided in the heat exchanger 41, and the exhaust gas may be supplied to the first heat exchange unit from a plurality of heat exchange units provided in the heat exchange unit 70. Can be supplied to 70a.

On the other hand, the heat exchanger 41 may be provided with a pipe, so that the nut fluid can be continuously circulated.

The nut carrier fluid may be heated to a predetermined temperature through heat exchange with the exhaust gas and circulated along the arrangement path of the heat exchanger 41.

In the present embodiment, the trough fluid is not particularly limited, but it is preferable that the initial physical viscosity is stably maintained without oxidation by hot exhaust gas. For example, the mediator fluid may be water or thermal oil.

The first heat exchange part 70a may supply heat to the nut medium fluid through heat exchange with the exhaust gas.

At the same time, the outside air introduced into the turbocharger 15 may be heated to a predetermined temperature and then moved to the third heat exchanger 71c.

The third heat exchanger 71c may heat the thigh fluid by heat-exchanging the outside air heated in the turbocharger 15 and the trough fluid circulated along the inside of the heat exchanger 41.

In other words, the trough fluid is heated to a predetermined temperature in the third heat exchanger 71c before being moved to the first heat exchanger 70a, and then supplied from the turbocharger 15 in the first heat exchanger 70a. It can be heated again by the exhaust gas.

The air discharged from the third heat exchange part 71c may be supplied to the engine 10 after being cooled by sea water.

The first heat exchanger 70a may heat the nutritive fluid by heat-exchanging the nutritive fluid and the exhaust gas discharged from the turbocharger 15, and the heat larger than the third heat exchanger 71c described above. It may be provided to have an exchange area.

The second heat exchange part 70b heats the first refrigerant that drives the turbine 200 and the nut carrier fluid supplied from the first heat exchange part 70a to heat the first refrigerant. In other words, the heat energy of the nut carrier fluid is transferred to the first refrigerant in the second heat exchange part 70b.

In the present exemplary embodiment, an organic refrigerant may be used as the first refrigerant, and an organic compound may be used as the organic refrigerant. In addition, since the first refrigerant has a low boiling point, vaporization may be stably performed even at low temperatures, and the blade may be used to rotate the blade in a steam state within the turbine 200.

As the first refrigerant, a freon-based refrigerant and a hydrocarbon-based material such as propane may be used. For example, the first refrigerant may be any one of R134a, R245fa, R236, R401, and R404 suitable for use in a relatively low heat source (400 ° C. or less).

The first refrigerant having such characteristics is vaporized by absorbing heat from the second heat exchanger 70b and is supplied to the turbine 42.

The turbine 42 generates electricity by driving a generator G using the first refrigerant as an energy source.

The first refrigerant may be moved to the recuperator 45 via the turbine 42, and the first refrigerant via the recuperator 45 is liquefied in the condenser 43 in which heat exchange with sea water is performed. It may be pumped through) and circulated to the recuperator 45.

The first refrigerant may be supplied to the second heat exchange part 70b via the recuperator 45.

Hereinafter, the heat exchanger 41 according to the present embodiment will be described in detail.

The above-described heat exchanger 70, that is, the first heat exchanger 70a, the second heat exchanger 70b, and the third heat exchanger 71c may be arranged in series, and the fruit fluid in the heat exchanger 41 may be arranged in series. At least one circulation pump 72 may be provided to circulate.

The circulation pump 72 may be disposed at the front end of the third heat exchange part 71c, but the scope of the present invention is not limited thereto.

The heat exchanger 41 includes a storage unit for temporarily storing a nut fluid through the heat exchange unit 70, that is, the first heat exchange unit 70a, the second heat exchange unit 70b, and the third heat exchange unit 70c ( 73) may be further included. The storage unit 73 may store more tide fluid than the flow rate of the tide fluid circulating through the heat exchanger 41 to prevent shortage of tide fluid.

The nut medium fluid via the second heat exchange part 70b may be temporarily stored in the storage part 73, pumped by the circulation pump 72, and then supplied to the third heat exchange part 70c.

In addition, the heat exchanger 41 includes a bypass unit 74 for allowing the nutritive fluid via the circulation pump 72 to be bypassed to the first heat exchange unit 70a without passing through the third heat exchange unit 70c. It may further include.

The bypass section 74 includes a bypass pipe 74a, a first valve 74b for supplying a nut nut fluid to the bypass pipe 74a, or a third heat exchange part 70c, and a bypass pipe. It may include a second valve (74c) for joining the nut nut fluid passing through (74a) to the main flow path.

The first valve 74b may adjust the flow such that some or all of the nut opening fluid moves to the bypass pipe 74a, and may similarly adjust the flow rate of the nut opening fluid supplied to the third heat exchange unit 70c. . Here, the first valve 74b is capable of adjusting the flow rate of the trough fluid supplied to the bypass pipe 74a and the third heat exchange part 70c, and may be referred to as a flow rate adjusting means.

In addition, the second valve 74c can adjust so that the trough fluid via the bypass pipe 74a does not flow to the third heat exchange part 70c.

In the present embodiment, the first valve 74b and the second valve 74c are provided as three-way valves as an example, but the scope of the present invention is not limited thereto. For example, instead of the 1st valve 74b, the valve provided in the bypass pipe 74a and the valve provided in the front end of the 3rd heat exchange part 70c may be provided, and the bypass pipe 74a and 3rd may be provided. The adjustment of the flow rate flowing into the heat exchange part 70c can be achieved by simultaneous control of each valve.

In the first valve 74b and the second valve 74c, when the engine 10 is operated at the full load, the nut fluid does not pass through the third heat exchange part 70c through the bypass part 74. If the engine 10 is not operated at full load, a part or all of the nutritive fluid passes through the third heat exchanger 70c and the first heat exchanger 70a is adjusted to flow into the first heat exchanger 70a. ) Can be adjusted to enter.

The operation of the ship waste heat recovery apparatus according to the sixth embodiment of the present invention by this configuration will be described with reference to FIG.

In operation of the ship, the engine 10 may be driven in a largely loaded state and not in a full load state. Here, the full load state refers to a state in which the engine is operated at a load of 100% as well as a state in which the engine is operated at a similar load to supply a sufficient amount of heat to the medium.

First, in the case of the full load state, the exhaust gas discharged from the turbocharger 15 is supplied to the first heat exchanger 70a to heat the nutritive fluid circulating through the heat exchanger 41.

When the engine 10 is operated at a full load, since the exhaust gas discharged from the engine 10 includes a large amount of heat, the nutty fluid can absorb a large amount of heat in the first heat exchange part 70a. . Therefore, the nutty fluid may flow into the first heat exchanger 70a after passing through the bypass unit 74 without passing through the third heat exchanger 70c.

That is, the first valve 74b may be adjusted to move all the nut carrier fluid to the bypass pipe 74a, and the second valve 74c may be adjusted to open all the flow paths connected to the bypass pipe 74a. have.

The heating medium fluid heated in the first heat exchange part 70a flows into the second heat exchange part 70b to heat the first refrigerant. The first refrigerant absorbs heat from the second heat exchanger 70b and vaporizes and is then supplied to the turbine 42.

The first refrigerant used to expand in the turbine 42 to generate electricity may be circulated by the pump 44 after sequentially passing through the recuperator 45 and the condenser 43.

On the other hand, when the engine 10 is driven at a state other than the full load, that is, when the amount of exhaust gas generated in the engine 10 is reduced to a predetermined level or less, the amount of heat contained in the exhaust gas is sufficient to bring the nutritive fluid. May be insufficient to heat.

In this case, the heat exchanger 41 may allow a part of the nut-bearing fluid to flow into the third heat exchanger 70c to be heated in advance.

In more detail, the outside air is compressed in the turbocharger 15 and the temperature is high. The outside air whose temperature is increased flows into the third heat exchange part 70c.

In addition, the first valve 74b allows a part of the nut-bearing fluid to flow into the third heat exchange part 70c instead of the bypass pipe 74a.

In the third heat exchange part 70c, the air heated by the turbocharger 15 and the nut opening fluid are exchanged to heat the nut opening fluid. In other words, a part of the nut-bearing fluid is heated before flowing into the first heat exchange part 70a.

Therefore, even if the amount of heat contained in the exhaust gas supplied to the first heat exchange part 70a is reduced, since the nutritive fluid is supplied in a state in which the heat quantity is delivered before entering the first heat exchange part 70a, the first heat exchange part ( The amount of heat released at 70a) can be maintained at a constant level.

In this case, the first valve 74b may adjust the flow rate of the trough fluid flowing into the third heat exchange part 70c in response to the changed load amount of the engine 10, that is, the changed exhaust gas discharge amount. In particular, the first valve 74b measures the flow rate of the trough fluid flowing into the third heat exchange unit 70c so that the amount of heat contained in the trough fluid flowing into the second heat exchange unit 70b can be maintained at a constant level. I can regulate it.

Even if the load of the engine 10 is changed by this configuration and method, the amount of heat provided to the second heat exchange part 70b can be kept constant. Therefore, the first refrigerant absorbs a sufficient amount of heat and can be stably evaporated, whereby the turbine 42 can also be driven stably, so that the generator G can stably generate electricity.

Hereinafter, a ship power generation system according to a seventh embodiment of the present invention will be described with reference to FIG. 8. However, the seventh embodiment is different from the sixth embodiment in that at least one of the first valve and the pump is controlled to maintain a constant temperature of the trough fluid flowing into the second heat exchanger. The differences from the sixth embodiment will be mainly described, and the same reference numerals are used to describe the sixth embodiment.

As shown in the drawing, the marine waste heat recovery apparatus according to the seventh embodiment of the present invention always maintains the power generation efficiency of the turbine 42 even when the load of the engine 10 changes and the amount of exhaust gas changes. Ensure power generation with optimum efficiency.

Specifically, referring to FIG. 8, in a ship waste heat recovery apparatus according to a seventh embodiment of the present invention, a temperature sensor 80 for measuring a temperature of a first refrigerant on a side of a first refrigerant outlet of a second heat exchanger 70b is provided. Can be provided.

If the temperature of the nut carrier fluid flowing into the second heat exchange part 70b is constant in the system as in the embodiment of the present invention, the efficiency of the Rankine cycle including the turbine 42 may be constant.

That is, by adjusting the first valve 74b to adjust the flow rate supplied to the bypass pipe 74a and the third heat exchange part 70c so that the Rankine cycle can be operated at a constant efficiency, or to adjust the pump 72. By adjusting the flow rate itself of the nut medium fluid supplied to the first valve (74b).

For example, when the load of the engine 10 is reduced, since the amount of heat contained in the exhaust gas is reduced, the first valve 74b supplies a portion of the nut fluid to the third heat exchange part 70c to increase the temperature. Can be. In addition, if the flow rate supplied from the pump 72 to the first valve 74b is reduced, the temperature of the tide fluid can be further increased by the amount of heat supplied from the first heat exchange part 70a and the third heat exchange part 70c. have.

On the contrary, when the load of the engine 10 is increased, by controlling the first valve 74b and the pump 72 as opposed to the above-described operation, it is possible to lower the temperature of the tide fluid flowing into the second heat exchange part 70b. .

Control of the first valve 74b and the pump 72 as described above may be performed independently or in parallel.

As a result, the temperature of the nut carrier fluid flowing into the second heat exchange part 70b may be maintained at a constant level, and the turbine 42 may be always driven at an optimum efficiency.

As described above, the present invention is not limited to the described embodiments, and various modifications and changes can be made without departing from the spirit and scope of the present invention, which will be apparent to those skilled in the art. Therefore, such modifications or variations will have to be belong to the claims of the present invention.

The present invention can be used in ships, such ships have self-defense capability and ships for transporting people or cargo, as well as Liquefied Natural Gas-Floating Production Storage Offloading (LNG-FPSO) And floating offshore structures for storing and unloading cargo, such as floating storage units (FSUs).

Claims

A heat exchanger for recovering heat from the exhaust gas discharged from the engine and isothermally heating the first refrigerant;

A turbine driven by adiabatic expansion of the isothermally heated first refrigerant;

A condenser for condensing the thermally expanded first refrigerant; And

And a heat exchange pump for compressing the condensed first refrigerant and recirculating it to the heat exchanger.
The method of claim 1,

Further comprising a plurality of coolers for cooling the heat generated in the engine,

The condensed first refrigerant is a waste heat recovery apparatus for a ship, characterized in that it is recycled to the heat exchanger receives heat from the plurality of coolers.
The method of claim 1,

And a recuperator for supplying heat discharged from the turbine to the first refrigerant supplied to the heat exchanger.
The method of claim 1,

And a heat recovery unit provided at a front end of the heat exchanger in an exhaust pipe through which exhaust gas discharged from the engine passes, for recovering heat of the exhaust gas separately from the heat exchanger.
The method of claim 4, wherein

An auxiliary turbine driven by adiabatic expansion of the second refrigerant heated isostatically by using the heat recovered from the heat recovery unit;

An auxiliary condenser for condensing the adiabatic expanded second refrigerant; And

And an auxiliary pump for compressing the condensed second refrigerant to be recycled to the heat recoverer.
The method of claim 1,

The condenser waste heat recovery apparatus for ships, characterized in that using the sea water as the cooling medium.
The method of claim 1,

A cooling line connected to the condenser for supplying seawater to the condenser; And

Waste heat recovery apparatus for a ship comprising a cooling pump for forcibly circulating sea water on the cooling line.
The method of claim 1,

A jacket cooler for cooling the heat generated by the engine,

The condensed first refrigerant receives heat from the jacket cooler and is recycled to the heat exchanger.
The method of claim 1,

A condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser;

A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;

A seawater heat exchanger in which heat exchange is performed between the third refrigerant and seawater;

A seawater line connected to the seawater heat exchanger for supplying seawater to the seawater heat exchanger; And

Wastewater recovery apparatus for a ship comprising a seawater pump for forcibly circulating the seawater on the seawater line.
The method of claim 1,

A condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser;

A condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;

A main cooler configured to exchange heat between the third refrigerant and the sea water, and to exchange fresh water for cooling and the sea water;

A seawater line connected to the main cooler for supplying the seawater to the main cooler; And

Wastewater recovery apparatus for a ship comprising a seawater pump for forcibly circulating the seawater on the seawater line.
The method of claim 1,

The first refrigerant is a waste heat recovery apparatus for ships, characterized in that any one of ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, R245fa.
The method of claim 1,

Further comprising a turbocharger operated by the exhaust gas,

The heat exchanger,

And a heat exchange unit disposed between the turbocharger and the turbine to mediate heat exchange between the exhaust gas discharged from the turbocharger and the first refrigerant supplied to the turbine.
The method of claim 12,

The heat exchanger,

Waste heat recovery apparatus for a ship comprising at least one circulation pump for circulation of the fruit medium fluid circulating through the heat exchange unit.
The method of claim 13,

The heat exchange unit,

A first heat exchanger configured to exchange heat between the exhaust gas discharged from the turbocharger and the trough fluid; And

And a second heat exchanger configured to exchange heat between the exhaust gas discharged from the first heat exchanger and the first refrigerant supplied to the turbine.
The method of claim 14,

The heat exchange unit,

It is disposed in front of the first heat exchanger,

And a third heat exchanger configured to heat the trough fluid by heat-exchanging air supplied from the turbocharger with the trough fluid.
The method of claim 15,

The heat exchanger,

A waste heat recovery apparatus for ships further comprising a bypass section for bypassing the trough fluid to the first heat exchange section without passing through the third heat exchange section.
The method of claim 16,

The bypass unit,

Waste heat recovery apparatus for a ship further comprising a control valve for adjusting the flow rate of the nut medium fluid.
The method of claim 17,

The control valve,

The waste heat recovery apparatus for ships, characterized in that for controlling the flow rate of the nut medium fluid supplied to the third heat exchange unit in response to a load change of the engine.
The method of claim 12,

The heat exchanger,

Waste heat recovery apparatus for a ship further comprises a storage unit for temporarily storing the fruit medium fluid.
The method of claim 17,

The control valve is a waste heat recovery apparatus for a ship, characterized in that for adjusting the flow rate of the nut medium fluid supplied to the third heat exchange unit so that the heat amount supplied to the second heat exchange unit is maintained at a constant level.
The method of claim 17,

In front of the second heat exchanger is provided a temperature sensor for measuring the temperature of the heat-mediated fluid supplied to the second heat exchanger,

The regulating valve adjusts the flow rate of the trough fluid supplied to the third heat exchange unit so that the temperature of the trough fluid supplied to the second heat exchange unit is maintained at a constant level based on the sensed value of the temperature sensor. Waste heat recovery device for ships.
The method of claim 13,

The circulation pump is a waste heat recovery apparatus for a ship, characterized in that for controlling the flow rate of the tide fluid so that the temperature of the tide fluid to heat exchange with the first refrigerant is kept constant.