WO2013004240A1 - Procédé de production et de stockage d'eau dessalée sur un navire de mer - Google Patents

Procédé de production et de stockage d'eau dessalée sur un navire de mer Download PDF

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Publication number
WO2013004240A1
WO2013004240A1 PCT/DK2012/050238 DK2012050238W WO2013004240A1 WO 2013004240 A1 WO2013004240 A1 WO 2013004240A1 DK 2012050238 W DK2012050238 W DK 2012050238W WO 2013004240 A1 WO2013004240 A1 WO 2013004240A1
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WO
WIPO (PCT)
Prior art keywords
water
ballast
desalinated
vessel
sea
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Application number
PCT/DK2012/050238
Other languages
English (en)
Inventor
Christian Rasmussen
Jesper Ravn LORENZEN
Kim Kirkegaard
Henning SANDAGER
Original Assignee
Grundfos Holding A/S
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Priority to EP20120733402 priority Critical patent/EP2729360A1/fr
Publication of WO2013004240A1 publication Critical patent/WO2013004240A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J4/00—Arrangements of installations for treating ballast water, waste water, sewage, sludge, or refuse, or for preventing environmental pollution not otherwise provided for
    • B63J4/002—Arrangements of installations for treating ballast water, waste water, sewage, sludge, or refuse, or for preventing environmental pollution not otherwise provided for for treating ballast water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D3/00—Distillation or related exchange processes in which liquids are contacted with gaseous media, e.g. stripping
    • B01D3/007—Energy recuperation; Heat pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D3/00—Distillation or related exchange processes in which liquids are contacted with gaseous media, e.g. stripping
    • B01D3/14—Fractional distillation or use of a fractionation or rectification column
    • B01D3/143—Fractional distillation or use of a fractionation or rectification column by two or more of a fractionation, separation or rectification step
    • B01D3/146—Multiple effect distillation
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F1/00—Treatment of water, waste water, or sewage
    • C02F1/02—Treatment of water, waste water, or sewage by heating
    • C02F1/04—Treatment of water, waste water, or sewage by heating by distillation or evaporation
    • C02F1/16—Treatment of water, waste water, or sewage by heating by distillation or evaporation using waste heat from other processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J1/00—Arrangements of installations for producing fresh water, e.g. by evaporation and condensation of sea water
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F1/00—Treatment of water, waste water, or sewage
    • C02F1/02—Treatment of water, waste water, or sewage by heating
    • C02F1/04—Treatment of water, waste water, or sewage by heating by distillation or evaporation
    • C02F1/041—Treatment of water, waste water, or sewage by heating by distillation or evaporation by means of vapour compression
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F1/00—Treatment of water, waste water, or sewage
    • C02F1/02—Treatment of water, waste water, or sewage by heating
    • C02F1/04—Treatment of water, waste water, or sewage by heating by distillation or evaporation
    • C02F1/06—Flash evaporation
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F1/00—Treatment of water, waste water, or sewage
    • C02F1/46—Treatment of water, waste water, or sewage by electrochemical methods
    • C02F1/461—Treatment of water, waste water, or sewage by electrochemical methods by electrolysis
    • C02F1/467—Treatment of water, waste water, or sewage by electrochemical methods by electrolysis by electrochemical disinfection; by electrooxydation or by electroreduction
    • C02F1/4672—Treatment of water, waste water, or sewage by electrochemical methods by electrolysis by electrochemical disinfection; by electrooxydation or by electroreduction by electrooxydation
    • C02F1/4674—Treatment of water, waste water, or sewage by electrochemical methods by electrolysis by electrochemical disinfection; by electrooxydation or by electroreduction by electrooxydation with halogen or compound of halogens, e.g. chlorine, bromine
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F1/00—Treatment of water, waste water, or sewage
    • C02F1/50—Treatment of water, waste water, or sewage by addition or application of a germicide or by oligodynamic treatment
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F2103/00—Nature of the water, waste water, sewage or sludge to be treated
    • C02F2103/008—Originating from marine vessels, ships and boats, e.g. bilge water or ballast water
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F2201/00—Apparatus for treatment of water, waste water or sewage
    • C02F2201/001—Build in apparatus for autonomous on board water supply and wastewater treatment (e.g. for aircrafts, cruiseships, oil drilling platforms, railway trains, space stations)
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F2203/00—Apparatus and plants for the biological treatment of water, waste water or sewage
    • C02F2203/006—Apparatus and plants for the biological treatment of water, waste water or sewage details of construction, e.g. specially adapted seals, modules, connections
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F2209/00—Controlling or monitoring parameters in water treatment
    • C02F2209/005—Processes using a programmable logic controller [PLC]
    • C02F2209/006—Processes using a programmable logic controller [PLC] comprising a software program or a logic diagram
    • C—CHEMISTRY; METALLURGY
    • C02—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F—TREATMENT OF WATER, WASTE WATER, SEWAGE, OR SLUDGE
    • C02F2303/00—Specific treatment goals
    • C02F2303/10—Energy recovery
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A20/00—Water conservation; Efficient water supply; Efficient water use
    • Y02A20/124—Water desalination
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02W—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO WASTEWATER TREATMENT OR WASTE MANAGEMENT
    • Y02W10/00—Technologies for wastewater treatment
    • Y02W10/30—Wastewater or sewage treatment systems using renewable energies

Definitions

  • the present invention relates to a method for producing desalinated water on a marine vessel or ship, the desalinated water being stored in a ballast tank of the marine vessel.
  • the invention also relates to a corresponding marine vessel, a corresponding controller, and a corresponding computer program product.
  • Ballast water discharge has now been recognised as an ecological threat because biological species (both plants and animals) can often survive some weeks of storage in a ballast tank. Hence, such discharging of ballast water containing so-called invasive species may be quite damaging to the local environment and its ecosystems.
  • the BWM Convention will require all ships to implement a so-called Ballast Water and Sediments Management Plan. All ships will then have to use a Ballast Water Record Book and will be required to carry out ballast water management procedures according to a given standard. Parties to the Convention are given the option to take additional measures which are subject to criteria set out in the Convention and to IMO guidelines. Within the next few years, it is therefore expected that all large ships (e.g. ballast volume of at least 5.000 m 3 ) must be able to treat their ballast water according to these Guidelines and comply with the BWM standards in order to avoid these invasive species causing environmental damage upon discharging of the ballast water. Damage to the local ecosystem may also have considerable economic impact if invasive species drive away local species important for e.g. fishing.
  • ballast water can be treated with various chemicals, e.g. chlorine-based additives, but this may in turn cause other environmental problems upon discharging the treated ballast water in the ecozone of the port.
  • chemicals e.g. chlorine-based additives
  • active substances incl. chemical disinfectants like chlorine, CI0 2 , or ozone, may be added at the start of the voyage to solve the problem of invasive species. Upon arrival it may, however, be necessary to neutralize the active substances in the water prior to discharging.
  • ballast water Hence, an improved method for treating ballast water would be advantageous, and in particular a more efficient and/or reliable method would be advantageous.
  • the above described object and several other objects are intended to be obtained in a first aspect of the invention by providing a method for producing and storing desalinated water on a marine vessel, the method comprising : operating a propulsion engine, the propulsion engine being capable of creating a marine propulsion of the vessel, producing from sea water;
  • the vessel comprises a plurality of ballast tanks, the plurality of ballast tanks being connected to an input section of the desalination plant by dedicated fluid conductions means from the lower section of each ballast tank for conveying sea water in the ballast tanks to the desalination plant, and wherein the sea water used by the desalination plant to produce desalinated water is, at least partly, supplied from a second ballast tank of the vessel.
  • a desalination plant on board the vessel thermally connecting the propulsion engine and the desalination plant with a heat recovery system, and collecting and conveying excess heat originating from the propulsion engine to the desalination plant by means of the heat recovery system, the desalination plant using the excess heat as an energy source in the desalination process, wherein the desalinated fraction of water is produced during sea voyage, and wherein said desalinated fraction of water is conveyed into a ballast tank and stored therein during sea voyage.
  • the invention is particularly, but not exclusively, advantageous for providing a way of converting sea water into desalinated water stored in the ballast tank by using excess heat from the propulsion engine.
  • the seawater fraction may be initially biologically neutralized with appropriate agents, e.g. chlorine based agent.
  • the treated sea water will comply with the relevant requirements of the BWM convention leaving little, or substantially no, living biological content in the treated ballast water after the thermally based desalination process, and simultaneously the ballast water is converted into a useful and precious resource; desalinated water, which can be applied and/or sold when the ballast water is no longer needed in the ballast tanks of the marine vessel or ship.
  • the desalinated water fraction may also be utilised as drinking water for the personnel on board the ship.
  • the desalination process can be powered by excess heat from the propulsion engine of the marine vessel; a large crude tanker can have a heat surplus of several megawatts (MW). Hitherto, this excess heat has typically not been utilised but simply let out into the sea with the cooling fluid, and accordingly the present invention can advantageously utilise this significant amount of energy when implemented in a marine vessel or ship. However, some solutions are available for utilising this excess heat on board the ship, e.g. for extra propulsion. In particular, the present invention may have the further advantage
  • the present invention may be advantageous in that crude oil tankers on their way to the Middle East may have sea water in their ballast tanks which is being converted to desalinated water during the voyage. Upon arrival in the Middle East, the desalinated water can be sold to the local markets turning the expense of the compulsory ballast water treatment into a profit. It may be mentioned that marine desalination equipment using excess heat from the ship's engine are known, e.g. US patent 4,664,751 to Nautical Service, but to the best knowledge of the inventors such solutions have never been applied in connection with ballast water treatment, nor has there been any suggestions or motivations for the skilled person in doing so.
  • RO reverse osmosis
  • Desalinated water preferably has salinity below approximately 1.500 ppm, more preferably below approximately 500 ppm. Desalinated water will, in the context of the present invention, also be referred to as 'treated water' or 'fresh water'. Sea water typically has salinity around 30.000- 45.000 ppm, depending of course on the origin of the sea water. Brackish water has salinity between sea water and desalinated water, the teaching of the present invention may of course also be applied to brackish water. The brine, or brine fraction, will typically have a salinity level up to 70.000 ppm and above, close to the saturated level of dissolved salt (total dissolved solids).
  • a marine vessel can be considered as an independently floatable man-made construction, the vessel or the ship further being able to create marine propulsion using a dedicated marine engine, preferably connected to a propeller or similar means.
  • ballast is related to the buoyancy control of the marine vessel which is of paramount importance with respect to stability and/or propulsion, the latter because of the need for propeller immersion.
  • a vessel or ship may have one or more ballast tanks with a controllable level of water. Most ships have a plurality of ballast tanks, including wing tanks, forepeak and aftpeak tanks. Ballast tanks are dedicated tank to this purpose. Often ships suitable for carrying cargo have around 15-35% ballast capacity compared to cargo capacity for a tanker.
  • a desalination plant is defined as a plant capable of removing dissolved solids including salt (NaCI), and possible other minerals, from the water by one or more processes.
  • a heat recovery system is defined as a system capable of collecting, storing and conveying heat originating from the marine engine to another location using an appropriate medium, typically a fluid. The heat could thus be recovered directly from the engine but also from the exhaust system and/or the cooling system of the engine.
  • An engine room may be defined as the portion of the vessel where the propulsion engine is situated.
  • regulatory demands may require certain safety measures (e.g. separation) from other parts of the vessel, in particular the cargo.
  • the sea water used by the desalination plant to produce desalinated water may be, at least partly, supplied from another ballast tank of the vessel.
  • one ballast tank after another may be treated according to the invention and thereby convert the sea water into fresh water or desalinated water.
  • the sea water used by the desalination plant to produce desalinated water may be, at least partly, supplied from sea water surrounding the vessel during voyage. This may be performed either continuously or discontinuously (in portions) during the voyage. It may be noted that typically half of the sea water is converted to brine fraction so preferably additional sea water is taking from the surrounding sea to fill the ballast tank(s) with treated water.
  • the propulsion engine and the desalination plant may be thermally connected with a heat recovery system comprising a thermally conducting fluid, e.g. a cooling liquid cooling the engine.
  • the thermal connection between the propulsion engine and the desalination plant comprises one or more heat exchangers, for example if required by regulatory demands.
  • the marine vessel may comprise a plurality of ballast tanks.
  • the plurality of ballast tanks are initially filled with sea water, and by using the said desalination plant during voyage, the plurality of ballast tanks are being gradually replaced with desalinated water as a result of the desalination process.
  • the ballast tanks may be full with treated water representing a resource for profit.
  • ballast tanks With a plurality of ballast tanks they may be connected to an input section of the desalination plant by dedicated fluid conductions means, preferably from the lower section of each ballast tank, possibly only for a fraction of the plurality of ballast tanks, for conveying sea water in the ballast tank to the desalination plant, preferably utilising already existing piping from ballast water management.
  • the plurality of ballast tanks may be connected to an output section of the desalination plant by dedicated fluid conductions means, preferably from the upper section of each ballast tank, possibly only for a fraction of the plurality of ballast tanks, for conveying desalinated water to the ballast tanks. This will typically require additional pipes, as compared to present ships, but considering the potential return from the treated water this is still attractive.
  • the plurality of ballast tanks may be distributed in a substantially symmetrical pattern aboard the vessel in order to have stability. More particularly, the plurality of ballast tanks may be further arranged pairwise along a longitudinal axis of the vessel.
  • the desalination process may be started by providing an empty ballast tank, and subsequently refilling the said tank with desalinated water.
  • An empty tank may be allowed by maritime regulations depending on the ship, the position of the ship (harbour, sea etc.), the weather, the cargo load, etc., cf. also paragraph in the detailed description regarding this option.
  • the desalination process may be started by providing at least two empty ballast tanks, and subsequently refilling the said two tanks with desalinated water, the at least two ballast tanks each being on opposite side of a longitudinal axis of the vessel in order to maintain stability of the vessel during the start of the desalination process.
  • the possibility of having two or more empty tanks may be allowed by maritime regulations in some situations.
  • the desalination process may be started by gradually desalinating the sea water of at least one ballast tank by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water back into the same ballast tank until a predefined level of salinity is reached in the said ballast tank. This embodiment may be advantageous for example if the predefined level of salinity is higher than normal and/or there is ambient time for performing the desalination process.
  • the desalinated water may be conveyed into a ballast tank in a manner so as to provide a stable stratification with a desalinated water fraction above an untreated sea water fraction in said ballast tank, at least until the remaining untreated sea water fraction in the said ballast tank has been desalinated.
  • the desalination process may be started by gradually desalinating the sea water of one ballast tank by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water back into the same ballast tank in a manner so as to provide a stable stratification with the desalinated water fraction above the untreated sea water fraction in the said ballast tank, at least until the remaining untreated sea water fraction in the said ballast tank has been desalinated.
  • the desalination process may be started by gradually desalinating the sea water of a plurality of ballast tanks by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water into a single ballast tank in a manner so as to provide a stable stratification with the desalinated water fraction above the untreated sea water fraction in said single ballast tank, at least until the remaining untreated sea water fraction in the said single ballast tank has been desalinated.
  • the desalination process may be started by gradually desalinating the sea water of a first plurality of ballast tanks by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water into a second plurality of ballast tanks in a manner so as to provide a stable stratification with the desalinated water fraction (50b) above the untreated sea water fraction in said second plurality of ballast tanks, at least until the remaining untreated sea water fraction in the said second plurality of ballast tanks has been desalinated.
  • the desalination process may be started by gradually desalinating the sea water of one ballast tank by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water into a plurality of ballast tanks in a manner so as to provide a stable stratification with the desalinated water fraction above the untreated sea water fraction in said plurality of ballast tanks, at least until the remaining untreated sea water fraction in the said plurality of ballast tanks has been desalinated.
  • the desalination process may be started by gradually desalinating the sea water of at least one ballast tank by desalinating the sea water in the desalination plant, and subsequently conveying the desalinated water back into the same ballast tank in a manner so as to provide a stable stratification with the desalinated water fraction above the untreated sea water fraction in the said ballast tank, at least until the remaining untreated sea water fraction in the said ballast tank has been desalinated.
  • This is advantageous if safety requires that the ballast tanks of the ship are full. Because of the relative small difference in density between treated and not treated water, there is essential no difference for the stability of the ship between ballast tanks with treated and not treated water, or a combination of treated and not treated water. Calculations and preliminary testing by the inventors indicates that stratification of the two phases in the ballast tanks is indeed feasible.
  • the desalination plant may use the excess heat as a primary energy source in the desalination process. Additionally, a limited amount of electrical energy may be used.
  • the sea water is being pre-treated to be biologically inactive before entering the desalination plant in order to avoid bio fouling etc.
  • the pre- treatment may be performed immediately before the desalination plant, additionally or alternatively prior to storage in the ballast tank depending on the intake flow of sea water.
  • the biological inactivity to be reached by the pre- treatment may be defined according to predefined level of activity in order minimize, mitigate, or eliminate bio fouling.
  • the pre-treatment may be of chemical and/or physical character.
  • an active substance capable of neutralizing biological activity may be added, preferably continuously added or in smaller portions, to the sea water to be treated before entering the desalination plant, either immediately before entering or some time before, for example when stored in the ballast tanks.
  • active substances include chlorine, CI0 2 , ozone, and other similar chemical agents.
  • the present invention may be implemented with a desalination plant on board the vessel being a multi-effect distiller unit (MED) plant, a multistage flash (MSF) plant, or a thermal vapour compression (TVC), or any combinations thereof.
  • MED multi-effect distiller unit
  • MSF multistage flash
  • TVC thermal vapour compression
  • the heat consuming desalination plant on board the vessel may have a gained output ratio, defined as the weight ratio of produced desalinated water over used amount of steam, of at least 8, preferably at least 9, in order to have a cost effective desalination process according to the present invention.
  • Appropriate amounts of desalinated water of the desalination plant on board the vessel may range from an output of at least 1500 m 3 /day, preferably at least 2500 m 3 /day.
  • the marine vessel or ship may be a product carrier, a crude (oil) carrier, preferably very large and ultra large crude carrier, or a LNG carrier. It may be a single hull carrier or a double hull carrier.
  • the propulsion engine may be a diesel engine, a heavy fuel oil engine, or a LNG engine.
  • the brine fraction is conveyed into the sea surrounding the sea vessel, either continuously or in batches during voyage. Notice that the environmental impact of conveying the brine fraction into the sea is relatively limited because of the spreading along the route of the voyage.
  • the brine fraction may preferably have an environmentally acceptable level of biological content and/or mineral content, preferably also complying with the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more particularly the Ballast Water Management (BWM) convention, more
  • ballast water management shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension, and less than 10 viable organisms per milliliter less than 50
  • micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations.
  • the indicator microbes as a human health standard, include, but are not be limited to:
  • the desalinated water fraction may also have an environmentally acceptable level of biological content, preferably complying with the Ballast Water Management (BWM) convention as explained above.
  • BWM Ballast Water Management
  • the present invention relates to a computerized controller system for implementing a method for producing and storing desalinated water on an associated marine vessel according to the first aspect.
  • This aspect of the invention is particularly, but not exclusively, advantageous in that the present invention may be accomplished by a computer program product enabling a computer system to carry out the operations of the first aspect of the invention when down- or uploaded into the computerized system.
  • a computer program product may be provided on any kind of computer readable medium, or through a network.
  • the present invention relates to a computer program product being adapted to enable a computerized controller system comprising at least one computer having data storage means in connection therewith to control a marine vessel according to the first aspect.
  • the invention relates to a marine vessel capable of producing and storing desalinated water, the vessel comprising : a propulsion engine, the engine being capable of creating a marine propulsion of the vessel during sea voyage, a desalination plant, the plant being capable of producing, from sea water ;
  • the present invention relates a marine vessel capable of producing and storing desalinated water, the vessel comprising : a propulsion engine, the engine being capable of creating a marine propulsion of the vessel during sea voyage, a desalination plant, the plant being capable of producing, from sea water ;
  • the desalination plant using the excess heat as an energy source in the desalination process
  • a ballast tank for stabilizing the vessel during the sea voyage, wherein the desalinated fraction of water is producible during sea voyage, and wherein said desalinated fraction of water is conveyable into the ballast tank and stored therein during sea voyage.
  • the invention is particularly, but not exclusively, advantageous for providing a way of converting sea water when implemented in a marine vessel.
  • the present invention may be considered already at the design phase, and implemented into the ship building process.
  • the present invention may be used to modify existing ships by adapting their construction according to the teaching and general principle of the present invention.
  • the first, second, third and fourth aspect of the present invention may each be combined with any of the other aspects.
  • Figure 1 shows a schematic cross-sectional drawing of a marine vessel according to the present invention
  • Figure 2A and 2B show two schematic cross-sectional drawings of a marine vessel according to the present invention with a plurality of ballast tanks
  • Figure 3 shows three cross-sectional views of a tanker with ballast tanks
  • Figure 4 shows a cross-sectional drawing of a preferred embodiment of the present invention
  • Figure 5 schematically shows the piping and pumping of the embodiment of Figure 4
  • Figure 6A shows a cross-sectional drawing of tanker (midship) and schematic drawing of the ballast water volume
  • Figure 6B schematically shows five different embodiments of ballast tank configurations relative to the desalination plant
  • Figure 7 shows a flow chart of the energy for a typical diesel engine applied in the context of the present invention
  • Figure 8A shows a more detailed flow chart of the energy recovered from a diesel engine and utilised in a multi effect distillation (MED) plant according to the present invention
  • Figure 8B shows another detailed flow chart of the energy recovered from a diesel engine and utilised in a multi effect distillation (MED) plant and a multi effect distillation thermal vapour compression (MED-TVC) plant according to the present invention
  • MED multi effect distillation
  • MED-TVC multi effect distillation thermal vapour compression
  • Figure 9 is a flow chart of a method according to the invention.
  • FIG. 1 shows a schematic cross-sectional drawing of a marine vessel 10 according to the present invention.
  • the method for producing and storing desalinated water on a marine vessel 10. comprises operating a propulsion engine 15, the propulsion engine being capable of creating marine propulsion of the vessel with for example a propeller 17.
  • the propulsion engine may also be running and generating heat without generating propulsion, e.g. in a harbour (e.g. discharging the cargo load) or anchoring on the sea, only the surplus heat is necessary for implementing the present invention.
  • a dedicated power source e.g. a boiler, could be used when the ship is not sailing.
  • the invention is particular in producing from sea water 50a;
  • the sea water 50a may be taking directly from the sea S as indicated by the dashed arrow, or the sea water may be stored in another ballast tank as explained in the next embodiment, cf. Figure 2A and the corresponding description below.
  • the sea water can be taken from the bottom of the ballast tank 30 as indicated by piping means 30a to the desalination plant 20, cf. also the stratification
  • the invention further comprises thermally connecting the propulsion engine 15 and the desalination plant 20 with a heat recovery system 16, as schematically indicated by the arrow connecting the plant and the engine, respectively.
  • the heat recovery system 16 has the structure and functionality of collecting and conveying excess heat (conventionally labelled Q) originating from the propulsion engine 15 to the desalination plant 20, the desalination plant using the excess heat as an energy source in the desalination process. Notice that the excess heat may be recovered from the engine itself, the exhaust system (not shown), and/or the cooling system (not shown), etc. When recovering energy from the exhaust system the recovery system is often called an 'economizer'. When recovering energy from the air intake cooler and oil cooler the recovery system is often called a 'main cooler'.
  • the invention is particular in that the desalinated fraction of water 50b is produced, at least mainly, during sea voyage, i.e. while the ship is travelling towards its destination, and wherein said desalinated fraction of water is conveyed into the ballast tank 30 and stored therein during sea voyage.
  • a computerized controller system 21 for implementing the method for producing and storing desalinated water on the marine vessel 10 may be installed, the controlling connection (wireless or by wire) are not shown for clarity.
  • the system may have a computer program product being adapted to enable the computerized controller system 21 comprising at least one computer having data storage means in connection therewith to control a marine vessel according to the present invention.
  • the ballast control system may also be implemented in the controller system 21.
  • Figure 2A shows another schematic cross-sectional drawing of a marine vessel according to the present invention with a plurality of ballast tanks i.e. tanks 30 and 31. Apart from that, Figure 2A is similar to the embodiment shown in Figure 1.
  • the sea water 50a used by the desalination plant 20 to produce desalinated water 50b can be, at least partly, supplied from a ballast tank 30 and/or 31 of the vessel. Additionally, or alternatively, the sea water 50a used by the desalination plant 20 to produce desalinated water 50b can be, at least partly, supplied from sea water in the sea S surrounding the vessel 10 during voyage.
  • a pre-treatment unit 20a for minimizing or eliminating biological activity in the sea water 50a is also schematically indicated.
  • Whether or not the water input to the desalination plant 20 comes directly from the sea or is stored temporally in a ballast tank 31 depends on several factors and parameters for implementing the invention. Such factors include safety
  • ballast tanks when managing ballast tanks and their content, and process economy/efficiency of the desalination plant 20.
  • One particular fact influencing the source of sea water is that, upon desalination, one portion of sea water is typically divided into one half of brine water (which is discharged from the vessel) and another half of desalinated water.
  • additional quantities of sea water has to be provided from the surrounding sea S, either continuously or discontinuously.
  • FIG. 3 shows three cross-sectional views of a tanker 10 with ballast tanks 30, 30', 31, and 31', A along a midship view, B along vertical central plane, and C along a horizontal central plane.
  • the marine vessel comprises a plurality of ballast tanks, the ballast tanks are initially filled with sea water, and by using the desalination plant (not shown) during voyage, the plurality of ballast tanks are being gradually replaced with desalinated water as a result of the desalination process according to the present invention.
  • Cargo rooms 33 are also shown.
  • the plurality of ballast tanks are typically distributed in a substantially symmetrical pattern aboard the vessel 10 in order to maintain stability, typically the plurality of ballast tanks are further arranged pairwise along a longitudinal axis 11 of the vessel going from the stern to the bow, i.e. pair 30 and 30' and pair 31 and 31' as shown in Figure 3.
  • the teaching of the present invention should preferably be implemented with due respect for relevant safety and/or regulatory requirements regarding ballast tank management, the skilled person being aware of these requirements, in particular the fact that a vessel is required to have a 'Ballast Water Management Plan' regarding safety.
  • Figure 4 shows a cross-sectional drawing of a preferred embodiment of the present invention
  • Figure 5 schematically shows the piping and pumping of the embodiment of Figure 4, both Figures being referred to below for describing a best mode embodiment.
  • the thermal desalination method has to fulfill demands concerning capacity that fits the voyage length of ten to twenty days.
  • the treatment will fulfill the ballast water regulation from IMO by heat treatment of the sea water during desalination. Temperature levels in a wide range is applied to the desalination plant 20, cf. Figures 1 and 2, from an engine cooling unit, between 40°C from an lubrication oil cooler and 230°C from an exhaust gas boiler (not shown in Figures).
  • NCR Normal Continuous Rating
  • MCR Maximum Continuous Rating
  • MED Multi Effect Distillation
  • TVC Thermal Vapour Compression
  • MSF Multi Stage Flash
  • the vessel 10 is equipped with two engines (not shown), each engine being connected to a separate desalination plant similarly to the principle shown in Figure 4.
  • the engine cooling including jacket water cooler, lubrication oil cooler and scavenge air coolers. Temperatures in the engine cooling circle are between 36°C and 56°C.
  • the heat source is the exhaust gas economizer that lowers exhaust gas temperature from 226 to 165°C. 165°C is the lower limit in order to avoid acid condensation.
  • the engine 15 and the associated coolers are positioned in the engine room 10a in the ship, cf. Figure 4 and 5.
  • a MED system is most appropriate since the recovery of thermal energy in the MED system leads to high energy efficiency, uses little electrical energy (ca. 1,2 kWh/m3 fresh water), needs small cooling water flow and the MED plant will enable use of the low temperature heat.
  • the MED is built with several stages. More stages lead to higher fresh water production per kWh energy input (six stages 190kWh/ton, ten stages 115 kWh/ton) and a larger footprint.
  • the concentration factor of the seawater is less than two because of the ratio between the maximum brine salinity and the sea water salinity. Consequently, the feed water for the desalination plant must be half ballast water and half sea water for a typical salinity of 32.000 ppm. Similar the MED plant produces two separate streams of brine and freshwater having same flow.
  • the intake water is filtered through a course 2 mm screen.
  • the screening is done to protect the MED plant 20, pumps and valves and to keep larger living spices (that are difficult to kill) out of the ballast water system.
  • Intake screening is preferred because it allows for discharging the flush water from the screening process directly in the same marine environment that the intake water comes from.
  • Sea water intake for the MED plant 20 is also screened through a 2 mm screen.
  • ballast water 50a The intake water is stored in the ballast tanks 30 and 31 and is then considered as ballast water 50a.
  • the ballast water is pumped to the MED plant 20 it is disinfected with chlorine, preferably electro chlorination to avoid bio fouling. It may be mentioned that these chlorine additives will be present in vaporized form in the MED plant, and end up in the drain and condensate fractions. These fractions are expected to be continuously discharged from the MED plant on the marine vessel 10 so the environmental impact is not expected to be critical. In the evaporation process the ballast water is heated to 48°C.
  • the brine is disinfected so it can be disposed at any position during the voyage.
  • Figure 2B is a more detailed embodiment of the embodiment shown in Figure 2A, and Figures 4 and 5.
  • Figure 2B shows a schematic cross-sectional drawing of a marine vessel 10 with two ballast tanks 30 and 31, thus the position of the pumps and valves are merely for illustrative purposes.
  • the positions and proportions are more realistic of an actual embodiment.
  • the plant 20 will be supplied with heat Q from cooling water pump 1 in the engine room 10a, cf. Figures 4 and 5.
  • heat Q is obtained from the engine 15 and economizer 15' and transferred to the MED plant 20.
  • the cooling liquid can be in form of pressurized stream or condensate. Typically characteristics could be a flow of 620m3/h with a high specific speed centrifugal pump in cast iron.
  • feed pump 2 for conveying water fractions from ballast tanks 30 and 31 to the MED unit 20, the valve 20b controlling the flow in combination with the pump.
  • the ballast water should be withdrawn in a controlled way in order to keep trim and balance in the vessel 20.
  • Typical characteristics may be a pump with a capacity of 220 m3/h, e.g. a Low Net Positive Suction Head (NPSH) centrifugal pump, NPSH ⁇ 5m, with a brass impeller and pump housing.
  • NPSH Low Net Positive Suction Head
  • both Figures 2B, 4 and 5 function as conventional ballast pumps by filling ballast tanks 30 and 31 with a screened sea water fraction 50a from the sea S (as indicated with the arrow in Figure 2B lower right corner). Also the pumps 4 will empty fresh water 50b from ballast tank 30 and 31 to fresh water storage when adjacent to a port (not shown) as indicated schematically below tanks 30 and 31 with the bold arrow in Figure 2B. In order to do so, valves 30c and 31c are accordingly open. Ballast tank's primary objective is to trim the vessel, but the present invention may expand the function further i.e. for storage of treated water.
  • ballast pump 4 could be a flow capacity of 2 x 1.500 m3/h with a high specific speed centrifugal pump having sea water resistant impeller and pump housing. The minimum head could be 50m.
  • the two ballast water pumps shown in Figure 5 can be parallel and serial connected.
  • the pumps 4 will also function as sea water pump for direct supply make up water for the MED plant 20 when the valve 20c is open.
  • characteristics may be a flow capacity of 720 m3/h. e.g. with a low NPSH centrifugal pump, NPSH ⁇ 5m, being sea water resistant impeller and pump housing, and variable speed controlled.
  • the treated water 50b is conveyed with the fresh water pump 3 from MED 20 to ballast tanks 30 and 31.
  • ballast tanks 30 and 31 are filled equally in starboard and portside.
  • Characteristics of this pump may be a flow capacity of 220 m3/h with a high specific speed centrifugal pump made of cast iron.
  • a brine pump 70 is also shown in Figure 2B.
  • the pump 70 can displace the brine 50c from the MED plant 20 to the sea S, cf. also Figures 1 and 2.
  • the pump must overcome the pressure difference between the last stage of the MED plant 20 to the atmosphere.
  • Typical characteristics may be 220 m3/h with low NPSH centrifugal pump, NPSH ⁇ 2m, having sea water resistant impeller and pump housing.
  • ballast tanks 30 and 31 are filled in order to have the propeller 17 under the sea line and comply with general safety regulations.
  • ballast tanks 30 and 31 are filled or emptied, it is done from both starboard side and port side simultaneously to keep the balance in the vessel.
  • ballast tank 30 At the beginning of the voyage with filled ballast tanks, the treatment of one ballast tank 30 is started.
  • a 100% feed for the MED plant 20 is conveyed from the bottom of ballast tank 30 by opening valve 30a and valve 20b.
  • the final fresh water 50b is directed to the top of tank 30 by operating pump 3 and opening the valve 30b above the tank 30.
  • tank 30 When a volume corresponding to the volume of the tank 30 has been pumped from tank 30 to the MED plant 20 with the use of pump 2, tank 30 will be half filled only with fresh water. Due to a stratification caused by the salinity and temperature difference between the fresh and saline ballast water (fresh and hot has lower density) this is possible in an embodiment of the invention.
  • the purpose of managing the volume of sea water intake during desalination is to maintain the balance in the vessel according to the ballast management system during the conversion of saline ballast water into fresh ballast water. Empty tanks not allowed :
  • Vsw volume of sea water intake during filling the first tank with fresh water
  • VI volume of the first tank which volume is converted
  • Vlmz is the mixing zone in the first tank between the saline zone at the bottom and the fresh zone at the top where salinity is between the saline in the two zones, respectively.
  • M is the recovery ratio (fresh water/sea water) of saline water into the MED plant and fresh water production.
  • sea water intake volume is calculated from a similar equation
  • Vn (Vn + Vnmz) M + Vsw M
  • Vsw is volume of sea water intake during filling tank n with fresh water
  • Vn is volume of tank n
  • Vnmz is the mixing zone in tank n between the saline zone at the bottom and the fresh zone at the top where salinity is between the saline in the two zones, respectively.
  • V2 is the volume of the second tank which volume is converted
  • V2 (Vsw + V3) M,
  • V3 is the volume of the third tank which volume is treated.
  • ballast tank (tank p) all water to the MED plant is supplied directly from the sea and volume of sea water supplied to the MED plant is calculated from equation 5.
  • the trim and stability control unit 21 controls the distribution of ballast water in the ballast tanks of the vessel. In addition, the system controls which tanks contain fresh and saline ballast water and in which sequence the saline tanks are emptied and the empty ballast tanks are filled with fresh water as ballast.
  • FIG. 6 shows a cross-sectional drawing of a tanker (midship) and a schematic drawing of the ballast water volume and will be used in connection with the below description regarding the possibility of having desalinated water 50b and sea water 50a in the same ballast tank using so-called stratification.
  • ballast water tanks indicate that the method will work well in the upper part of the tank and that mixing is more likely to occur in the lower part of the tank. Inlet of freshwater must be carefully designed in order to avoid mixing.
  • Two transport mechanisms are breaking down the separation of the saline water in the bottom of the tank and the fresh water in the top of the tank: Diffusion and convection.
  • Diffusion coefficient of NaCI in water is in the range 1,6 e-9 m2/s.
  • Thermal diffusivity of water is l,4e-7 m2/s and thermal diffusivity of iron is 2.3e-5 m2/s.
  • the diffusive heat transport in the tank walls is 200 times higher than in the water and even though the walls are thin compared to the cross section area of the tank the heat transport in the walls cannot be neglected.
  • Convection is basically moving water volumes in the tank around. This happens when low density is introduced at a depth in the tank where higher density water is positioned, when a jet is introduced in the tank, when water is pumped into free space above the water line in the tank and when the tank is accelerated due to changes in the vessels direction (waves and turns).
  • Average density of sea water is 1025 kg/m3.
  • Density of water as function of salinity and temperature is calculated to 993kg/m3 @ (40°C, lOOOppm) and 1025 @ (20°C, 35000ppm) This corresponds to the density difference of 85°C fresh water and 4°C fresh water which is considerably more than in a thermal solar heat storage.
  • Thermal stratification is stable when the temperature is above 4°C. In lakes the stratification is stable during a season but not throughout the year because the water gets below 4°C in the winter time.
  • FIG. 6 left shows a general arrangement example of an AfraMax 113.000 DWT crude oil tanker.
  • One tank volume looks approximately like the volume drawn in the right part of Figure 6.
  • Velocity of inlet water is an important parameter in order to have a stable stratification as it will be shown below.
  • A_inlet 5,8 m2 - corresponding to one hundred pipes of ⁇ 100mm.
  • FIG. 6B schematically shows five different embodiments, I, II, III, IV and V, of ballast tank configurations relative to the desalination plant 20.
  • the desalination process is started by gradually desalinating the sea water of one ballast tank 30 by desalinating the sea water in the desalination plant 20, and subsequently conveying the desalinated water back into the same ballast tank in a manner so as to provide a stable stratification with the desalinated water fraction 50b above the untreated sea water fraction 50a in the said ballast tank as indicated with the dash line, at least until the remaining untreated sea water fraction in the said ballast tank has been desalinated.
  • the treated desalinated water is lighter than the salty untreated water and hence the treated water will stay on top as long as the stratification is stable.
  • the desalination process is started by gradually desalinating the sea water of a plurality of ballast tanks, 30 and 31, by
  • the desalination process is started by gradually desalinating the sea water of a first plurality of ballast tanks, 30 and 31, by desalinating the sea water in the desalination plant 20, and subsequently conveying the desalinated water into a second plurality of ballast tanks, 32 and 33, in a manner so as to provide a stable stratification with the desalinated water fraction 50b above the untreated sea water fraction in said second plurality of ballast tanks 32 and 33, as indicated with the dash lines in the tanks, at least until the remaining untreated sea water fraction in the said second plurality of ballast tanks has been desalinated.
  • the desalination process is started by gradually desalinating the sea water of one ballast tank 30 by desalinating the sea water in the desalination plant 20, and subsequently conveying the desalinated water into a plurality of ballast tanks 31, 32, and 33 in a manner so as to provide a stable stratification with the desalinated water fraction above the untreated sea water fraction 50a in said plurality of ballast tanks, as indicated with the dash lines in the three tanks. This may continue at least until the remaining untreated sea water fraction in the said plurality of ballast tanks also has been desalinated.
  • Embodiment V may be seen as a combination of embodiment I and II, where the sea water 50a is conveyed from tank 30, where it is treated in plant 20 and the subsequently conveyed back into the same tank 30, and where additional sea water 50b from tank 31 is conveyed to the desalination plant 20 and treated but then conveyed to the other tank 30.
  • This is feasible because when treating the sea water in plant 20 a brine fraction of water is separated and not conveyed into tank 30.
  • Figure 7 shows a flow chart of the energy for a typical diesel engine applied in the context of the present invention.
  • most of the waste heat discharged by the diesel through its exhaust gases, jacket water and lube oil cooling and sometimes also from charge air cooling, can be recovered for heat consuming application as in the case of sea water desalination. Applying this principle on the data available for the MAN Diesel Engine, as shown in
  • Figure 7 it will be possible to recover 35% of the diesel fuel heat content. In addition to the ⁇ 52% of the fuel heat content (which is used for the mechanical shaft power) the overall thermal efficiency will increase to ⁇ 87%.
  • 1000 kW of shaft power is the generated mechanical power
  • 675 kW is the power available for desalination according to the present invention
  • 253.44 kW is unusable energy i.e. losses.
  • 675 kW can be made available for each MW produced from a diesel engine, which have the same characteristics of the MAN 7S80ME-C9.2.
  • Figure 8 shows a more detailed flow chart of the energy recovered from a diesel engine (three MaK engines) and utilised in a multi effect distillation MED plant 20 according to an embodiment of the present invention.
  • the figure shows estimates of the recovered energy from the exhaust and cooling systems of the engines in order to produce 2000 m 3 /day of desalinated water delivered to the ballast tanks of the vessel (not shown).
  • the energy may be recovered partly, or only, from the exhaust system of the engine, preferably by dedicated jackets surrounding the exhaust system.
  • the vessel has two engines, each engine with a thermally connected desalination plant according to the present invention, the plants being preferably located in opposite sides of the vessel.
  • Figure 8B shows another detailed flow chart of the energy recovered from a diesel engine 15 and utilised in a multi effect distillation (MED) plant 20 (right) and a multi effect distillation thermal vapour compression (MED-TVC) plant 20' (left).
  • MED multi effect distillation
  • MED-TVC multi effect distillation thermal vapour compression
  • the heat is recovered from the engine 15 in two fractions; a hot water fraction Ql, preferably from the motor cooling, conveyed to the MED plant 20, and a saturated steam fraction Q2, preferably from the exhaust system, conveyed to the MED TVC plant 20'.
  • a hot water fraction Ql preferably from the motor cooling
  • a saturated steam fraction Q2 preferably from the exhaust system, conveyed to the MED TVC plant 20'.
  • the recovery heat may more advantageously be utilised because the fractions, Ql and Q2, and the desalination plants, 20 and 20', may be specifically designed to optimize the energy available for desalination and/or the output desalination water.
  • the MED plant has a production capacity of 40 tons distillate per hour
  • the MED TVC plant has a production capacity of 51 tons distillate per hour.
  • the desalination plants would be able to treat 40.000 m 3 of saline sea water and convert it into desalinated fresh water in the ballast tank 30.
  • the treated water can be conveyed back into same tank 30, similarly to the embodiment of Figure 6B I, where a stable stratification between treated and untreated water is established during the conversion.
  • a buffer production capacity may be provided, e.g. 10% extra capacity.
  • additional desalination plants may be thermally connected to engine 15 shown in Fig. 8B.
  • more than one engine in the vessel may have several desalination plants thermally connected thereto.
  • two, or more, engines may share one or more desalinations plants in order to maximize the utilisation of the desalinations plants.
  • the present invention can be implemented with for example a multi effect distiller unit (MED) plant, a multistage flash (MSF) plant, or a thermal vapour compression (TVC).
  • MED multi effect distiller unit
  • MSF multistage flash
  • TVC thermal vapour compression
  • MVC mechanical vapour compression
  • MSF Multi - Stage - Flash
  • Dual Purpose Water/Power Plant Energy Generating Systems are mainly used to Generate and export Electrical Power.
  • the amount of exported electrical energy for each cubic meter produced distillate should be higher than 100 kWh ,i.e., Power: Water ratio > 100: 1
  • Single Purpose Fuel Consumption Total Fuel consumption of thermal and electrical Energy Generating Systems of a single purpose Plant.
  • Dual Purpose Fuel Consumption Fuel to be used to compensate for losses in electrical power production due to coupling desalination system to Power generating systems.
  • Figure 9 is a flow chart of a method according to the invention for producing and storing desalinated water on a marine vessel 10, cf. Figure 1-8, the method comprising : SI operating a propulsion engine 15, the propulsion engine being capable of creating a marine propulsion of the vessel, S2 producing from sea water 50a;
  • the present invention relates to a method for producing and storing desalinated water on a marine vessel 10 by producing from sea water 50a; a desalinated fraction of water 50b and a brine fraction 50c by using a desalination plant 20, cf.
  • the desalination plant uses the excess heat as an energy source in the desalination process so the desalinated water 50b is produced during sea voyage, and the desalinated water is conveyed into a ballast tank 30 and 31 and stored therein during sea voyage.
  • the invention solves the problem of treating the ballast water according to IMO regulations and simultaneously produces desalinated water.

Abstract

L'invention porte sur un procédé pour produire et stocker de l'eau dessalée sur un navire de mer (10) en produisant à partir de l'eau de mer (50a) une fraction dessalée d'eau (50b) et une fraction salée (50c) en utilisant une installation de dessalement (20). L'installation de dessalement utilise la chaleur en excès comme source d'énergie dans un processus de dessalement de sorte que l'eau dessalée (50b) est produite pendant le voyage en mer; et l'eau dessalée est acheminée à une citerne de lest (30, 31) et stockée dans cette citerne pendant le voyage en mer. L'invention résout le problème du traitement de l'eau de lest conformément aux règlements IMO et produit en même temps de l'eau dessalée.
PCT/DK2012/050238 2011-07-06 2012-06-29 Procédé de production et de stockage d'eau dessalée sur un navire de mer WO2013004240A1 (fr)

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WO2016113156A1 (fr) * 2015-01-15 2016-07-21 Bawat A/S Procédé de configuration d'un système de traitement des eaux de ballast et système associé
EP3412557A1 (fr) * 2017-06-07 2018-12-12 Kun-Tu Lu Application d'eau distillée, système de génération et installation utilisant de l'eau distillée comme eau de ballast, récipient comprenant le système de génération et son procédé de fonctionnement
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US20200047125A1 (en) * 2018-08-13 2020-02-13 Pani Energy Inc. Fluid management system and method
WO2020160735A3 (fr) * 2019-02-06 2020-11-12 Aridity Aps Procédé de nettoyage d'eau de mer
WO2020245491A1 (fr) * 2019-06-04 2020-12-10 Wärtsilä Finland Oy Procédé et appareil pour commander un système de génération d'eau douce d'un véhicule marin
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EP3412557A1 (fr) * 2017-06-07 2018-12-12 Kun-Tu Lu Application d'eau distillée, système de génération et installation utilisant de l'eau distillée comme eau de ballast, récipient comprenant le système de génération et son procédé de fonctionnement
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CN112479453A (zh) * 2020-11-06 2021-03-12 青岛科技大学 一种顶边舱压载水机械能回收与利用系统
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