NL2014449B1

NL2014449B1 - A system for generating electric power in a ship moored at a harbour, and a harbour and ship adapted to be used in this system.

Info

Publication number: NL2014449B1
Application number: NL2014449A
Authority: NL
Inventors: Andries Fris Simon
Original assignee: Flexogen B V
Priority date: 2015-03-12
Filing date: 2015-03-12
Publication date: 2016-10-14

Abstract

The present invention pertains to a system for generating electric power in a ship moored at a harbour, the system comprising a ship moored at a mooring site of the harbour, the ship having, optionally in addition to a separate engine for propulsion of this ship, a combustion engine for driving a generator for generating the electric power, the combustion engine being suitable for running on a first type of fuel, and wherein the combustion engine is adapted to run on a second type of fuel, the system further comprising in the harbour, a distribution means for supplying the second type of fuel to the mooring site, and a coupling means to operatively connect the distribution means to the ship in order to supply the second type of fuel to the combustion engine. The invention also pertains to a harbour and ship adapted for use according to the present invention.

Description

A SYSTEM FOR GENERATING ELECTRIC POWER IN A SHIP MOORED AT A HARBOUR, AND A HARBOUR AND SHIP ADAPTED TO BE USED IN THIS SYSTEM

GENERAL FIELD OF THE INVENTION

The invention pertains to a system for generating electric power in a ship moored at a harbour, wherein the ship comprises a combustion engine for driving a generator for generating the electric power, the combustion engine being suitable for running on a first type of fuel, in particular the same type of fuel as used for generating power for propulsion of the ship.

BACKGROUND OF THE INVENTION

During sailing on open seas, electric power for use in a ship is generated by using a combustion engine that drives a generator, which is able to generate the required electric power. In some case, the engine is the same engine as used for propulsion of the ship, in other cases a separate engine (an auxiliary engine) is present in addition to an engine used for propulsion of the ship (the main engine). Even in the case the ship has a combustion engine in addition to the engine used for propulsion of the ship, the combustion engine is typically designed to run on the same type of fuel that is used for fuelling the main engine.

When being moored at a harbour, the ship needs electric power to drive its electric appliances. As a consequence, the combustion engine that drives the generator will be used almost constantly when being moored. Although such a combustion engine is typically not fuelled with the inexpensive but extremely polluting heavy fuel oil (HFO), the type of fuel normally used (typically marine gasoil or diesel) still gives rise to a high amount of local pollution in the harbour, in particular because of the emission of high amounts of particulate matter, nitrogen oxides and sulphur oxides. A solution proposed in the art and applied in practice, is to connect each moored ship to an electric (power) circuit which is present at the harbour, the circuit having a separate connector at each mooring site. However, since such circuits are not commonly available in a present day harbour, this means that for a widespread application such a circuit has to be newly made many existing harbours. Since ships sail from harbour to harbour in different countries (in particular sea vessels), this means in addition that the current day large differences in types of electric circuit (voltage, frequency, phase, power throughput, plugs) have to become standardized. This is not only very costly, but may even be impossible in certain types of harbours. In particular in large sea ports, given the durable mechanical constructions of a quay in such harbours, current construction of quays typically does not allow many and thick cables to be worked into an existing quay.

This is why in practice another solution is more often used, namely using a separate vessel carrying a generator that is fuelled by a clean fuel like LNG (liquefied natural gas). The generator of the separate vessel is operatively connected to the electric system of the ship. The generator delivers the power needed to run all electric appliances in the ship. Although this solution is easy to perform, it requires a very high investment in separate vessels with electric generators. Also, in smaller harbours this solution is not practical.

OBJECT OF THE INVENTION

It is an object of the invention to provide for a system for generating electric power in a ship moored at a harbour, which system overcomes, or at least mitigates one or more disadvantages of the prior art systems. It is another object of the invention to provide a harbour that is adapted for the use of such a system. Still another object of the invention is to provide a ship that is adapted for use in the system or to be combined with the said harbour.

SUMMARY OF THE INVENTION

In order to meet the first object of the invention, a system as outlined in the GENERAL FIELD OF THE INVENTION section here above has been devised, the system comprising a ship moored at a mooring site of the harbour, the ship optionally having in addition to the said combustion engine that runs on the first type of fuel, a separate engine for propulsion of this ship, wherein the combustion engine is adapted (i.e. suitable) to run on a second type of fuel and, in the harbour, a distribution means for supplying the second type of fuel to the mooring site, and a coupling means to operatively connect the distribution means to the ship in order to supply the second type of fuel to the combustion engine. To this end it is noted that “to run on a second type of fuel” includes running on a mixture of different types of fuel including the second type of fuel, in particular wherein the second type of fuel makes up for at least 50% (in energy content) of the total fuel, alternatively at least 60, 70, 80, 90, 91, 92, 93, 94, 95, 96, 97, 98, 99% up to a 100%.

It was applicant’s recognition that by using in the ship, a combustion engine that is adapted (either re-build or adjusted after original manufacturing, or as originally manufactured) to be run on a second type of fuel, this type of fuel can be chosen to run the combustion engine when the ship is moored. This provides for an increased freedom in running the combustion engine and allows to freely choose the type of fuel that is most suited to keep the level of pollution at an acceptable level when the ship is moored. Typically, the second type of fuel is a fuel that is very clean, in the sense that it gives rise mainly to water and carbon dioxide as emission, and hardly any particulate matter, nitrogen oxides and/or sulphur oxides. The engine can be adapted to be able and run on the second type of fuel as such, or may be adapted to run on both fuels at the same time (a so called dual fuel engine), optionally in various proportions. As a further essential feature the system has must have a distribution means that is able to get the second type of fuel to the ship, which means must be able to allow establishment of an operative connection with the ship in order to be able and actually supply the fuel to the combustion engine. Another essential feature of the system as a whole is that the combustion engine is adapted to run on two different types of fuel. The technology to adapt a combustion engine to different types of fuel as such is commonly known in the art and needs no further elaboration. In particular, the adaptation of a gasoline engine to run on gaseous fuel (i.e. fuel that is gaseous under normal atmospheric circumstances) such as LPG is commonly applied. The same is true for a (marine) gasoil engine that is adapted to run on gaseous fuel. In the latter case, gasoil is still commonly used in small percentages next to the gaseous fuel to provide that the mixture is able to self-ignite (since gasoil engines do not commonly have a separate ignition to deliver a spark to ignite the fuel/air mixture), often referred to as dual fuel operation. Other examples of adaptations are also described in the art.

In order to meet the second object of the invention, a harbour has been devised which is adapted to be used in a system that meets the first object of the invention, the harbour having multiple mooring sites for ships, and a distribution means for distributing a fuel that is gaseous under normal atmospheric conditions, the distribution means comprising a distribution network adapted to supply the fuel to each of the mooring sites and a coupling means to operatively couple the distribution network to the ship in order to supply the fuel to the ship.

In order to meet the third object of the invention, a ship has been devised that can be used in the above mentioned system or that can be used in combination with the harbour that meets the second object of the invention, the ship having, optionally in addition to an engine for propulsion of this ship, a combustion engine for driving a generator for generating electric power for use on the ship, the combustion engine being suitable for running on a first type of fuel which is liquid under normal atmospheric circumstances, wherein the combustion engine is adapted to run on a second type of fuel which is gaseous under normal atmospheric circumstances, the ship being provided with a coupling means to operatively couple the ship, when being moored at a mooring site of the harbour, to a distribution means provided at the harbour for distributing the second fuel to the mooring site, in order to supply the second type of fuel to the combustion engine.

DEFINITIONS A fuel is said to be of a different type than a first type, if a particular engine that is designed for running on fuel of the first type, will not run on the fuel of the second type without (substantial) adaptations. For combustion engines generally three types of fuel are distinguished, namely fuel of the gasoline type (petrol, leaded or unleaded, optionally with additional alcohol, avgas), fuel of the diesel/gasoil type and fuel of the gaseous type (liquefied petroleum gas or LPG, liquefied natural gas or LNG and compressed natural gas or CNG).

An operative connection between two separate parts means that the parts are mutually positioned to work together as a unit. For this, it is not necessary that the two parts are actually mechanically connected. For example, in a system wherein a computer controls a machine via a wireless connection, the computer and machine are operatively connected in the sense of the present invention.

Normal atmospheric conditions are conditions wherein the temperature is 20°C and the atmospheric pressure is 1 bar. A conduit is a tube, duct or any other hollow longitudinal means for transporting liquids or gas.

EMBODIMENTS

In a first embodiment of the system according to the invention the first type of fuel is liquid under normal atmospheric conditions and the second type of fuel is gaseous under normal atmospheric conditions. This combination of types of fuel is ideal for use in the present invention. Fuel of the first type, like diesel, is easy to handle and has a wide availability, but gives rise to more emissions, whereas gaseous fuel like LPG, LNG or CNG is involved with higher handling costs, but is known to result in very low emissions.

In a next embodiment the distribution means comprises a conduit that has a proximal section that is in operative connection with a bulk supply of the second fuel, and a distal section at the mooring site, the distal section being provided with the coupling means. It was recognised that this is a convenient way to bring the second type of fuel to the ship that is moored. A conduit need not be very large in diameter and need not meet high levels of standardization. As long as the functional upstream end of the conduit (the proximal section) is connected to a bulk supply of the second fuel, such that the fuel can flow from the supply into the conduit (optionally being supported by the presence of a pump), and the functional downstream end (the distal section) can be coupled to the ship to allow for a flow of the second fuel to the combustion engine (optionally for example via an intermediate container present at or near the ship; which embodiment is envisioned for all specific embodiments of the invention), the fuel can be conveniently transported from the bulk supply to the combustion engine. Since conduits for fuels (gases or liquids) need not be very large in diameter to provide for a high flow of material, such conduit can easily be incorporated in existing quays, in particular since at many quays, gas conduits are for example already present to supply gas to various burners (in particular for boilers, hearths and furnaces present in harbour buildings). In such case, an existing conduit in many cases only needs to be extended such that a distal section reaches a mooring site.

In yet another embodiment, wherein the harbour has multiple mooring sites, the distribution means comprises multiple conduits forming a network, each conduit having a proximal section that is in operative connection with the bulk supply of the second fuel, and a distal section adjacent to one of the multiple mooring sites. In order to be able and supply the second fuel to multiple mooring sites, it appears to be more economical to devise a network of multiple conduits instead of one conduit running along each mooring site. Indeed, in the network all conduits may be interconnected. In a further embodiment the coupling means is adapted to provide a durable connection between the ship and the distribution means while the ship is moored, in order to allow a continuous supply of the second fuel to the combustion engine. In this embodiment, there is no need for an intermediate storage means of the second fuel at or near the ship. In still a further embodiment the distal section of the conduit is provided with multiple coupling means arranged at a predetermined mutual distance. Since a site of mooring is hardly ever exactly determined, it is envisioned that the distal section for example has a coupling means every 20 to 200 meters (depending mainly on the size of the ships intended for mooring adjacent this conduit) such that wherever a ship moors, there is always a coupling means nearby. This provides that no long hoses or other gas/liquid conducting conduits have to be used to reach the ship starting from the coupling means.

In an alternative embodiment, instead of or in addition to conduits for transporting the second type of fuel, the distribution means comprises one or more supply routes, along which routes a container filled with the second fuel is to be transported to the ship. In particular for very large harbours such as sea ports it will be hard to provide each and every mooring site with a distal section of a conduit, let alone the mooring sites at open sea which are used for example for big tankers that moor at large sea ports. Thus, for particular mooring sites, as well as for some harbours as a whole, it is found that a good solution is to distribute containers filled with the second fuel batch wise to the ships. In a further embodiment wherein the second type of fuel is gaseous under normal atmospheric conditions, the container is filled with the second fuel in liquefied form. For example, if the gaseous fuel is (very clean) natural gas, an insulated container can be used to transport the gas in liquefied form (as LNG). Such containers are commonly used for LNG are readily available at current harbours. In still a further embodiment the container is provided on a vessel that is able to navigate along the said route to the ship. This option is mainly foreseen for mooring sites at (open) sea.

In another embodiment of the harbour adapted for use in a system according to the invention the distribution network comprises multiple conduits, each conduit having a proximal section that is in operative connection with a bulk supply of the fuel, and a distal section adjacent one of the multiple mooring sites. The advantages of this embodiment of the harbour correspond to the advantages as described here above with respect to the system according to the invention. Correspondingly, in a further embodiment the coupling means is adapted to provide a durable connection between the ship and the distribution network while the ship is moored, in order to allow a continuous supply of the second fuel to the ship. In yet a further embodiment the distal section of the conduit is provided with multiple coupling means arranged at a predetermined mutual distance.

The invention will now be further explained using the following non-limiting examples. EXAMPLES

Figure 1 schematically depicts a container ship moored at a quay in a harbour

Figure 2 schematically depicts a large oil tanker moored at open sea

Figure 3 schematically depicts a river (inland) vessel

Figure 4 shows in more detail parts of a ship for use in the present invention

Figure 5 schematically shows a top plan view of a harbour that is adapted to be used according to the present invention

Figure 1

Figure 1 schematically depicts a container ship 1 moored at a quay 2 in a harbour. The ship is connected to the quay anchor 30 using chain 40. The ship is provided with an auxiliary combustion engine 12 (next to the main engine, not shown) which engine is installed to drive electric generator 13. This generator 13 on its turn feeds electricity via switches 14 to electric appliances present in the ship (appliances not shown).

The combustion engine is thus solely needed for driving the generator and normally runs on (clean) diesel oil (marine gasoil, in contrast with the main engine which runs on HFO). However, the engine is adapted such that it can also run on gas, in this case natural gas. There is no storage container of such gas aboard. The engine only runs on gas when being moored, simply to prevent that the engine gives rise to too much emission. In order to provide the engine with gas to run on, the ship is provided with an external coupling 10 and internal conduit 11 to guide the gas from the coupling 10 to engine 12. The gas is served via flexible line 9 that is connected to a coupling 32 present at the quay 2. This coupling is part of a distribution network present in the harbour, which network comprises conduit 31 of which a distal section is shown in figure 1. This distal section is provided with two couplings, coupling 32 and 33 arranged at a predetermined mutual distance of 50 meters, the latter coupling not being in use in the situation depicted in figure 1. A proximal section of the conduit 31 (not shown) is in operative connection with a bulk supply of the gas. In this case, the conduit 31 is simply coupled to an existing natural gas network of conduits.

The connection of the line 9 to coupling 32 and coupling 10 is such that there is a durable and gas-tight connection for as long as the ship is moored. This means that the combustion engine can continuously be supplied with natural gas to run on.

Figure 2

Figure 2 schematically depicts a large oil tanker 25 moored at open sea in a large sea port. The tanker has an arrangement for generating electric power comparable to the arrangement of the container ship as depicted in figure 1. Corresponding parts have been given corresponding reference numbers. The anchor 30’is dropped to reach the sea bottom.

In this schematic picture, it is shown that the ship is accompanied by an adjacent vessel 3, which vessel is mechanically connected to the ship via cables 4. This vessel is suitable to sail along a predetermined route, starting at a site in the harbour where it is provided with a supply of fuel, an ending at the mooring site at open sea. The vessel in this case is provided with two insulated containers 6, both having their interior 5 filled with LNG. The vessel has a LNG pump 7 which is driven by an engine 8 (the latter running on LNG), which engine is also used to sail the vessel along the said predetermined route. A flexible line 9, in this case an insulated line, is connected to the pump and to coupling 10 of the ship. This way, LNG can be pumped to the ship to ultimately reach the combustion engine. This engine in this embodiment has a gas evaporator to evaporate the liquid LNG before the gas is introduced in the cylinders of the engine 12 itself. In this embodiment the vessel stays adjacent the ship during the time the ship is moored. In an alternative embodiment a crane (not shown) is used to hoist one LNG container on the deck of the ship. This way, the vessel 3 can sail away to another ship to provide an LNG supply.

Figure 3

Figure 3 schematically depicts a river vessel 15 moored at a quay 2 of an inland harbour. The river vessel has an arrangement for generating electric power comparable to the arrangement of the container ship as depicted in figure 1. Corresponding parts have been given corresponding reference numbers are not described any further. In this case the inland harbour has no distribution network of fuel conduits in its quay. Comparable to the situation of figure 2, fuel is brought to the vessel along a supply route to transport fuel to the vessel 15. In this embodiment, the fuel is transported by a truck 16, which carries, in line with the vessel 3 in figure 2, two containers filled with LNG. The reference numbers 5 through 8 refer to comparable features as the features 5 through 8 in figure 2.

Figure 4

Figure 4 shows in more detail parts of a ship for use in the present invention. The ship 1 itself is schematically drawn as a rectangular box in dotted lines. The engine 12 as a whole is also depicted as a rectangular box in dotted lines. This engine has two main components, injection block 20 and actual engine block 21. The injection block is adapted to be able and inject, at the same time, gas being supplied via line 11 and diesel that is supplied out of tank 23 via line 111 .This way, the engine block is fuelled with a mixture of about 98% gas and 2% of diesel. The running engine drives generator 13 which feeds the power circuit 22 via switches 14.

Figure 5

Figure 5 schematically shows a top plan view of a harbour that is adapted to be used according to the present invention. This harbour has multiple mooring sites for ships. These sites, not indicated in figure 5, are distributed evenly along the mainland quay 2, the quay 2’ of an artificial island 601 created in the sea 600, and along imaginary quays 200’ at open sea. The harbour is provided with a distribution means for distributing natural gas, originating from main station 500 (which on its turn may be coupled to a larger distribution network of gas pipes). This distribution means comprises gas conduit 31, having its proximal section originating at main station 500, and which splits into distal sections 31A and 31B adjacent the mooring sites at the quay 2. These latter sections are provided with multiple coupling means 32 arranged at predetermined mutual distances of 50-100 meters along the quay 2 (the smaller distance of 50 meters at sites where smaller ships ought to moor). The distribution means further comprising a conduit 310 which connects the main station 500 with a circular conduit 310A (representing the distal section of conduit 310) which is adjacent mooring sites at island 601 and has coupling means 320 where ships can couple lines for fuelling their engines. In this large sea port, there are provided mooring sites at open sea. This way, conduits 31 and 310 form a network of gas conduits. The distribution means for the gaseous fuel therefore comprises a supply route 3100 that originates at a filling station 400 and runs along both imaginary quays 200 and 200’. This route is sailed by a fuelling vessel 3 (not shown in figure 5), for example a vessel as depicted in figure 2.

Claims

A system for generating electricity in a ship anchored at a port, comprising: - a ship anchored at a berth of the port, wherein this ship, optionally in addition to a separate motor for propelling this ship , has a combustion engine for driving a generator for generating electricity, which combustion engine is suitable for running on a first type of fuel, and wherein the combustion engine is adapted to run on a second type of fuel, - in the port, a distributing means for supplying the second type of fuel to the landing location, and - a coupling means for operatively connecting the distributing means to the ship for supplying the second type of fuel to the combustion engine.

A system according to claim 1, characterized in that the first type of fuel is liquid under normal atmospheric conditions and the second type of fuel is gaseous under normal atmospheric conditions.

A system according to any one of the preceding claims, characterized in that the distribution means comprises a conduit having a proximal section in operative connection with a bulk supply of the second type of fuel, and having a distal section at the landing location, wherein the distal section is provided with the coupling means.

A system according to claim 3, wherein the port has several mooring locations, characterized in that the dividing means comprises several conduits forming a network, each conduit having a proximal section in operative communication with the bulk supply of the second type of fuel , and a distal section near one of the various landing sites.

A system according to any of claims 3 or 4, characterized in that the coupling means is adapted to provide a durable connection between the ship and the distribution means as long as the ship is at anchor, so as to provide a continuous supply of the second fuel to the combustion engine possible.

A system according to any of claims 3 to 5, characterized in that the distal section of the conduit is provided with various coupling means which are arranged at a predetermined mutual distance.

A system according to any one of claims 1 or 2, characterized in that the distributing means comprises one or more supply routes, along which routes a container filled with the second fuel can be transported to the ship.

A system according to claim 7, wherein the second type of fuel is gaseous under normal atmospheric conditions, characterized in that the container is filled with the second fuel in liquefied form.

A system according to any of claims 7 or 8, characterized in that the holder is mounted on a vessel that can sail to the ship along said route.

A port adapted to be used in a system according to any one of the preceding claims, wherein the port has several berths for ships, and a distribution means for distributing a fuel that is gaseous under normal atmospheric conditions, the distribution means comprising a distribution network adapted to carry the fuel to each of the landing sites and a coupling means for operatively connecting the distribution network to the ship in order to be able to carry the fuel to the ship.

A port according to claim 10, characterized in that the distribution network comprises a plurality of conduits, each conduit having a proximal section in operative communication with a bulk supply of the fuel, and a distal section adjacent to one of the various landing sites.

A port according to any of claims 10 and 11, characterized in that the coupling means is adapted to provide a durable connection between the ship and the distribution network while the ship is anchored, for a continuous supply of the second fuel to the ship.

A port according to any one of claims 10 to 12, characterized in that the distal section of the conduit is provided with various coupling means arranged at a predetermined mutual distance.

A ship adapted to be used in a system according to any of claims 1 to 9 or in combination with a port according to any of claims 10 to 13, wherein this ship, optionally in addition to a motor for propelling this ship, has a combustion engine for driving a generator for generating electricity for use in the ship, which combustion engine is adapted to run on a first type of fuel which is liquid under normal atmospheric conditions, the combustion engine being adapted to run on a second type fuel that is gaseous to run under normal atmospheric conditions, wherein the ship is provided with a coupling means for operatively connecting the ship, when anchored at a docking point of the port, to a distribution means in the port, which distribution means is the second fuel can distribute to the landing site to supply the second type of fuel to the combustion engine.