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WO2016032083A1 - Dispositif de propulsion d'un transporteur de gaz naturel liquéfié, et transporteur de gaz naturel liquéfié - Google Patents

Dispositif de propulsion d'un transporteur de gaz naturel liquéfié, et transporteur de gaz naturel liquéfié Download PDF

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Publication number
WO2016032083A1
WO2016032083A1 PCT/KR2015/003366 KR2015003366W WO2016032083A1 WO 2016032083 A1 WO2016032083 A1 WO 2016032083A1 KR 2015003366 W KR2015003366 W KR 2015003366W WO 2016032083 A1 WO2016032083 A1 WO 2016032083A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
fuel oil
dual fuel
electric generator
main propulsion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/KR2015/003366
Other languages
English (en)
Korean (ko)
Inventor
남병탁
강신우
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hanwha Ocean Co Ltd
Original Assignee
Daewoo Shipbuilding and Marine Engineering Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daewoo Shipbuilding and Marine Engineering Co Ltd filed Critical Daewoo Shipbuilding and Marine Engineering Co Ltd
Priority to JP2017511826A priority Critical patent/JP6633055B2/ja
Priority to CN201580046724.2A priority patent/CN106660621A/zh
Publication of WO2016032083A1 publication Critical patent/WO2016032083A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • 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
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels

Definitions

  • the present invention relates to a propulsion device for a liquefied natural gas carrier, and more particularly, to a propulsion device for a liquefied natural gas carrier that can operate in a gas mode dual fuel oil electric generator even when fast acceleration and deceleration is required.
  • Natural gas is a fossil fuel containing methane as a main component and a small amount of ethane, propane and the like, and has recently been spotlighted as a low pollution energy source in various technical fields.
  • LNG is suitable for generating fuel because it is relatively inexpensive and causes less pollution.
  • Natural gas may be transported in gaseous state, or liquefied natural gas (LNG) in a liquefied natural gas carrier (LNGC, Liquefied Natural Gas Carrier) to a remote consumer.
  • Liquefied natural gas is obtained by cooling natural gas to cryogenic temperature (below -163 °C or less), and its volume is reduced to approximately 1/600 than natural gas in gas state, so it is very suitable for long distance transportation by sea.
  • LNG when LNG is transported by an LNG Regasification Vessel (RV), LNG is regasified in the LNG regasification vessel itself without going through an LNG floating storage or regasification apparatus or an offshore terminal. Supplied.
  • RV LNG Regasification Vessel
  • the liquefaction temperature of natural gas is cryogenic at about -163 ° C at atmospheric pressure
  • LNG is evaporated even if its temperature is only slightly higher than -163 ° C at atmospheric pressure.
  • the cargo hold of the LNG carrier is insulated, but since the external heat is continuously transferred to the LNG, the LNG is in the cargo hold while transporting the LNG by the LNG carrier.
  • the vapors are continuously vaporized in the evaporation to produce boil-off gas.
  • the double fuel oil propulsion LNG carrier drives the propulsion motor using the power generated by the dual fuel oil electric generator.
  • the dual fuel oil electric generator uses one of three fuel oils, heavy oil, diesel oil and natural gas to drive a plurality of engines and generate power through a generator connected to the drive shaft.
  • the generated power is supplied to auxiliary equipment and propulsion motors through switchboards.
  • to drive the propulsion motor at the speed required for ship propulsion using a variable frequency converter to control the power supply and speed to the main propulsion motor.
  • the gas costs less when producing the same power and emits less harmful substances.
  • FIG. 1 is a diagram showing the maximum load increase rate of a generator, and Table 1 shows the time taken to change the shaft speed when the generator is operated in the gas mode and the oil mode.
  • FIG. 2 is a view showing a change in the speed of the shaft when docking the port. As shown in FIG. 2, the speed changes rapidly when the port is docked, and the load of the generator changes rapidly.
  • the rapid acceleration and deceleration of the vessel required during manoeuvring exceeds the allowable load change allowance when the dual fuel oil generator is operating in gas mode, so that after the dual fuel oil generator switches to oil mode, And carry out port docking.
  • a propulsion apparatus for a liquefied natural gas carrier, a double fuel oil electric generator using gas as fuel in the gas mode and oil as fuel in the oil mode;
  • a variable frequency converter receiving power from the dual fuel oil electric generator and supplying power to a main propulsion motor;
  • a main propulsion motor connected to the variable frequency converter to receive electric power from the variable frequency converter to rotate the propeller;
  • a resistance unit connected to the variable frequency converter, the resistor unit consuming a power when power generated by the dual fuel oil electric generator remains.
  • the dual fuel oil electric generator can produce a constant power in the gas mode.
  • the constant power may be a load capable of satisfying the maximum value of the required power of the main propulsion motor.
  • the amount of change in power consumption of the main propulsion motor is greater than or equal to a threshold may be the case that the liquefied natural gas carrier ships docked in the port.
  • the dual fuel oil generator when the amount of change in power consumption of the main propulsion motor is greater than or equal to a threshold value, when the required power of the main propulsion motor is less than or equal to a predetermined value, the dual fuel oil generator operates to satisfy the predetermined value in a gas mode. If the required power of the main propulsion motor exceeds the predetermined value, the dual fuel oil electric generator may operate to satisfy the required power of the main propulsion motor in the gas mode.
  • the variable frequency converter may also include a DC bus; An AC / DC converter for converting AC power produced by the dual fuel oil electric generator to DC and supplying the DC bus; A DC / AC converter for converting a direct current of the DC bus into alternating current to supply the main propulsion motor; And a DC / DC converter connected to the DC bus.
  • the resistor may be connected to the DC / DC converter, and the DC / DC converter may control power supply to the resistor.
  • the dual fuel oil electric generator may generate power using the BOG stored in the LNG storage tank of the LNG carrier while operating in the gas mode.
  • LNG storage tank for storing LNG;
  • a dual fuel oil electric generator using gas as fuel in gas mode and oil as fuel in oil mode;
  • a main propulsion motor receiving electric power from the dual fuel oil electric generator to rotate the propeller;
  • a resistor for consuming power when the power generated by the dual fuel oil electric generator remains, wherein the dual fuel oil electric generator uses BOG stored in the LNG storage tank of the LNG carrier while operating in gas mode.
  • the dual fuel oil electric generator can produce a constant power in the gas mode.
  • the constant power may be a load capable of satisfying the maximum value of the required power of the main propulsion motor.
  • the amount of change in power consumption of the main propulsion motor is greater than or equal to a threshold may be the case that the liquefied natural gas carrier ships docked in the port.
  • the dual fuel oil electric generator when the amount of change in power consumption of the main propulsion motor is greater than or equal to a threshold value, when the required power of the main propulsion motor is less than or equal to a predetermined value, the dual fuel oil electric generator operates to satisfy the predetermined value in a gas mode. If the required power of the main propulsion motor exceeds the predetermined value, the dual fuel oil electric generator may operate to satisfy the required power of the main propulsion motor in the gas mode.
  • the apparatus may further include a variable frequency converter receiving power from the dual fuel oil electric generator and supplying power to a main propulsion motor, wherein the resistor unit may be connected to the variable frequency converter.
  • the variable frequency converter may also include a DC bus; An AC / DC converter for converting AC power produced by the dual fuel oil electric generator to DC and supplying the DC bus; A DC / AC converter for converting a direct current of the DC bus into alternating current to supply the main propulsion motor; And a DC / DC converter connected to the DC bus.
  • the resistor may be connected to the DC / DC converter, and the DC / DC converter may control power supply to the resistor.
  • the dual fuel oil generator operates at a constant load, and when the power produced by the dual fuel oil generator is left, the power is consumed by the resistor unit, so that even when rapid acceleration and deceleration is required,
  • the fuel oil electric generator can operate in the gas mode, thereby reducing the fuel cost and the emission of harmful gas.
  • 1 is a view showing the maximum load increase rate of the generator.
  • FIG. 2 is a view showing a change in the speed of the shaft when docking the port.
  • FIG 3 is a view showing a propulsion device for a liquefied natural gas carrier according to a first embodiment of the present invention.
  • FIG. 4 is a view showing a propulsion device for a liquefied natural gas carrier according to a second embodiment of the present invention.
  • FIG. 3 is a view showing a propulsion device for a liquefied natural gas carrier according to a first embodiment of the present invention.
  • the propulsion device of the LNG carrier includes a dual fuel oil electric generator 310, a variable frequency converter 320, a main propulsion motor 330, and a resistor. 340, reduction gear 350, and propeller 360.
  • the dual fuel oil electric generator 310 generates power by using oil or natural gas as a fuel.
  • the dual fuel oil electric generator 310 generates electric power using oil when operating in the oil mode, and generates electric power using natural gas when operating in the gas mode.
  • the dual fuel oil electric generator 310 may generate electric power using BOG when operating in the gas mode.
  • the dual fuel oil electric generator 310 is more advantageous to operate in gas mode.
  • the dual fuel oil electric generator 310 operates in the gas mode, it takes about twice as long to change the generator load by the same amount than when operating in the oil mode.
  • fast acceleration / deceleration is needed, and the power demand of the main propulsion motor 330 changes rapidly.
  • the dual fuel oil generator 310 when fast acceleration and deceleration is required, the dual fuel oil generator 310 operates under a constant load in the gas mode. That is, the dual fuel oil electric generator 310 produces a certain amount of power in the gas mode. In addition, when the speed of the LNGC is low and the power remains, the resistance unit 340 consumes the remaining power.
  • the required power of the main propulsion motor 330 changes rapidly, and the dual fuel oil electric generator 310 continues to operate to satisfy the maximum value of the required power of the main propulsion motor.
  • the required power of the main propulsion motor 330 is the maximum value
  • the power generated by the dual fuel oil generator 310 is consumed by the main propulsion motor 330, and the required power of the main propulsion motor 330 is the maximum value.
  • the remaining portion of the power produced by the dual fuel oil electric generator 310 consumes in the resistor unit 340.
  • the dual fuel oil electric generator 310 may operate to satisfy a predetermined ratio of the maximum value of the required electric power of the main propulsion motor 330. For example, when the maximum value of the required power of the main propulsion motor is A, the dual fuel oil generator 310 may operate with a load that can satisfy 0.8A. The dual fuel oil electric generator 310 continuously operates at a constant load to satisfy 0.8 A when the required power of the main propulsion motor 330 is 0.8 A or less, and the required power of the main propulsion motor 330 is 0.8 A. If exceeded, it operates with a load capable of satisfying the required power of the main propulsion motor 330.
  • the required power of the main propulsion motor 330 is 0.8A or less, when the dual fuel oil electric generator 310 operates at a load capable of satisfying 0.8A, the required power of the main propulsion motor 330 suddenly increases. Edo can satisfy the required power of the main propulsion motor 330.
  • the variable frequency converter 320 receives power from the dual fuel oil electric generator 310 and supplies power to the main propulsion motor 330. As shown in FIG. 3, the variable frequency converter 320 includes an AC / DC converter 321, a DC bus 322, a DC / AC converter 324, and a DC / DC converter 323.
  • the AC / DC converter 321 converts the AC power produced by the dual fuel oil electric generator 310 into DC and supplies it to the DC bus 322, and the DC / AC converter 324 is a DC of the DC bus 322. Is converted into AC and supplied to the main propulsion motor 330.
  • the resistor 340 is connected to the DC / DC converter 323 to control the power supply to the resistor 340. That is, when the power produced by the dual fuel oil electric generator 310 is left, power is supplied to the resistor unit 340.
  • the resistor unit 340 is connected to the variable frequency converter 320 to consume power when the power produced by the dual fuel oil generator 310 remains.
  • the main propulsion motor 330 is connected to the variable frequency converter 320 to receive power from the variable frequency converter 320 to rotate the propeller 360.
  • the reduction gear 350 converts the rotation speed into the rotation speed of the propeller 360.
  • FIG. 4 is a view showing a propulsion device for a liquefied natural gas carrier according to a second embodiment of the present invention.
  • the propulsion device of the LNG carrier includes a dual fuel oil electric generator 310, a variable frequency converter 320, a main propulsion motor 330, and electric power storage.
  • the unit 410, a resistor 340, a reduction gear 350, and a propeller 360 are included.
  • the dual fuel oil electric generator 310 generates power by using oil or natural gas as a fuel.
  • the dual fuel oil electric generator 310 generates electric power using oil when operating in the oil mode, and generates electric power using natural gas when operating in the gas mode.
  • the dual fuel oil electric generator 310 may generate electric power using BOG when operating in the gas mode.
  • the dual fuel oil generator 310 when the fast acceleration and deceleration is required, the dual fuel oil generator 310 operates under a constant load in the gas mode. That is, the dual fuel oil electric generator 310 produces a certain amount of power in the gas mode.
  • the electric power storage unit 410 stores the power, and the power of the dual fuel oil electric generator 310 is increased.
  • the power is insufficient because the power of the main propulsion motor is less than the power storage unit 410 supplies power.
  • the resistor unit 340 consumes the remaining power.
  • the variable frequency converter 320 receives power from the dual fuel oil electric generator 310 and supplies power to the main propulsion motor 330. As shown in FIG. 3, the variable frequency converter 320 includes an AC / DC converter 321, a DC bus 322, a DC / AC converter 324, and a DC / DC converter 323.
  • the AC / DC converter 321 converts the AC power produced by the dual fuel oil electric generator 310 into DC and supplies it to the DC bus 322, and the DC / AC converter 324 is a DC of the DC bus 322. Is converted into AC and supplied to the main propulsion motor 330.
  • the resistor 340 is connected to the DC / DC converter 323 to control the power supply to the resistor 340. That is, when the power produced by the dual fuel oil electric generator 310 is left, power is supplied to the resistor unit 340.
  • the power storage unit 410 is connected to the variable frequency converter 320, and stores the power when the power produced by the dual fuel oil generator 310 is left, and supplies power when the power is insufficient.
  • the power storage unit 410 may be at least one of an ultracapacitor, a capacitor, a battery, and a flywheel.
  • the ultracapacitor reacts faster than the generator 310 so that when the required power of the main propulsion motor 330 suddenly rises, power is rapidly supplied to the main propulsion motor 330.
  • the resistor unit 340 is connected to the variable frequency converter 320, and consumes power when the power produced by the dual fuel oil generator 310 remains.
  • the main propulsion motor 330 is connected to the variable frequency converter 320 to receive power from the variable frequency converter 320 to rotate the propeller 360.
  • the reduction gear 350 converts the rotation speed into the rotation speed of the propeller 360.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Control Of Eletrric Generators (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne un dispositif de propulsion d'un transporteur de gaz naturel liquéfié permettant à un générateur électrique à double combustible de fonctionner en mode gaz même lorsqu'une accélération et une décélération rapides sont nécessaires. L'invention concerne un dispositif de propulsion d'un transporteur de gaz naturel liquéfié, le dispositif de propulsion, selon un mode de réalisation de la présente invention, comprenant : un générateur électrique à double combustible qui utilise le gaz en tant que combustible en mode gaz et qui utilise du pétrole comme combustible en mode pétrole ; un convertisseur de fréquence variable qui reçoit de l'énergie du générateur électrique à double combustible et qui fournit l'énergie à un moteur de propulsion principal ; le moteur de propulsion principal étant connecté au convertisseur de fréquence variable et faisant tourner une hélice en recevant l'énergie du convertisseur de fréquence variable ; et une unité de résistance qui est raccordée au convertisseur de fréquence variable et qui consomme de l'énergie lorsqu'il y a un reste d'énergie générée par le générateur électrique à double combustible.
PCT/KR2015/003366 2014-08-28 2015-04-03 Dispositif de propulsion d'un transporteur de gaz naturel liquéfié, et transporteur de gaz naturel liquéfié Ceased WO2016032083A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2017511826A JP6633055B2 (ja) 2014-08-28 2015-04-03 液化天然ガス運搬船の推進装置及び液化天然ガス運搬船
CN201580046724.2A CN106660621A (zh) 2014-08-28 2015-04-03 液化天然气运输船的推进装置和液化天然气运输船

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2014-0113163 2014-08-28
KR1020140113163A KR20160025813A (ko) 2014-08-28 2014-08-28 액화천연가스 운반선의 추진 장치 및 액화천연 가스 운반선

Publications (1)

Publication Number Publication Date
WO2016032083A1 true WO2016032083A1 (fr) 2016-03-03

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PCT/KR2015/003366 Ceased WO2016032083A1 (fr) 2014-08-28 2015-04-03 Dispositif de propulsion d'un transporteur de gaz naturel liquéfié, et transporteur de gaz naturel liquéfié

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JP (1) JP6633055B2 (fr)
KR (1) KR20160025813A (fr)
CN (1) CN106660621A (fr)
WO (1) WO2016032083A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018099526A1 (fr) * 2016-11-30 2018-06-07 Matonel Holding Ivs Système d'élimination de gaz d'évaporation à bord de navires transportant du gaz liquide

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JP6939715B2 (ja) * 2018-06-15 2021-09-22 東芝三菱電機産業システム株式会社 船舶用電力制御装置
KR102592929B1 (ko) * 2019-12-24 2023-10-23 한화오션 주식회사 샤프트 제너레이터 모터 시험 시스템

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US20090156068A1 (en) * 2007-12-12 2009-06-18 Foss Maritime Company Hybrid propulsion systems
WO2009145475A2 (fr) * 2008-05-30 2009-12-03 삼성중공업 주식회사 Appareil et procédé de commande de puissance
KR20090125436A (ko) * 2008-06-02 2009-12-07 삼성중공업 주식회사 이중연료사용엔진이 장착된 액화천연가스 운반선의추진시스템
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018099526A1 (fr) * 2016-11-30 2018-06-07 Matonel Holding Ivs Système d'élimination de gaz d'évaporation à bord de navires transportant du gaz liquide

Also Published As

Publication number Publication date
CN106660621A (zh) 2017-05-10
KR20160025813A (ko) 2016-03-09
JP2017527489A (ja) 2017-09-21
JP6633055B2 (ja) 2020-01-22

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