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WO2012081854A2 - Dispositif de récupération de chaleur pour navire - Google Patents

Dispositif de récupération de chaleur pour navire Download PDF

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Publication number
WO2012081854A2
WO2012081854A2 PCT/KR2011/009379 KR2011009379W WO2012081854A2 WO 2012081854 A2 WO2012081854 A2 WO 2012081854A2 KR 2011009379 W KR2011009379 W KR 2011009379W WO 2012081854 A2 WO2012081854 A2 WO 2012081854A2
Authority
WO
WIPO (PCT)
Prior art keywords
heat
refrigerant
heat exchanger
condenser
seawater
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/KR2011/009379
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English (en)
Korean (ko)
Other versions
WO2012081854A3 (fr
Inventor
손문호
박건일
이승재
이호기
진정근
최재웅
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.)
Samsung Heavy Industries Co Ltd
Original Assignee
Samsung Heavy Industries 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
Priority claimed from KR1020110052514A external-priority patent/KR101359640B1/ko
Priority claimed from KR1020110052456A external-priority patent/KR101291170B1/ko
Application filed by Samsung Heavy Industries Co Ltd filed Critical Samsung Heavy Industries Co Ltd
Priority to US14/364,655 priority Critical patent/US9464539B2/en
Publication of WO2012081854A2 publication Critical patent/WO2012081854A2/fr
Publication of WO2012081854A3 publication Critical patent/WO2012081854A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F02G5/04—Profiting from waste heat of exhaust gases in combination with other waste heat from combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a waste heat recovery apparatus for ships, and more particularly, to a waste heat recovery apparatus for ships that recovers waste heat of exhaust gas discharged from an engine of a ship.
  • FIG. 1 is a schematic diagram showing a waste heat recovery apparatus for ships according to the prior art.
  • the waste heat recovery apparatus for ships according to the prior art recovers the heat of the exhaust gas after installing a heat recovery device (boiler) 121 in the exhaust pipe 111 from which the exhaust gas is discharged from the engine 110 of the vessel (Isothermal heating) produced high temperature steam and used as various energy sources.
  • a heat recovery device (boiler) 121 in the exhaust pipe 111 from which the exhaust gas is discharged from the engine 110 of the vessel (Isothermal heating) produced high temperature steam and used as various energy sources.
  • the waste heat recovery apparatus for ships is configured to recover the waste heat of the exhaust gas only through a single configured heat recoverer 121, the waste heat of the exhaust gas in the high temperature state still passes through the heat recoverer 121. There is a problem such that it is not recovered and released to the atmosphere, causing waste of energy.
  • the operation rate of the engine 110 is changed while the ship is operating.
  • a vessel may operate the engine 110 at full load for about two thirds of the total number of operating days, and operate the engine 110 at a lower load than the full load. .
  • the exhaust gas is generated relatively less than when the full load is used.
  • the technical problem to be achieved by the present invention is to provide a waste heat recovery apparatus for ships that can improve the energy (electricity) generating ability by driving the turbine by recovering the heat source of the exhaust gas of the engine as much as possible.
  • a heat exchanger for recovering heat from the exhaust gas discharged from the engine to heat isostatic pressure of the first refrigerant;
  • a heat exchange pump for compressing the condensed first refrigerant to be recycled to the heat exchanger.
  • the coolant may further include a plurality of coolers for cooling the heat generated by the engine, and the condensed first refrigerant may be recycled to the heat exchanger by receiving heat from the plurality of coolers.
  • the apparatus may further include a recuperator for supplying heat discharged from the turbine to the first refrigerant supplied to the heat exchanger.
  • the exhaust pipe through which the exhaust gas discharged from the engine passes may be provided in front of the heat exchanger may further include a heat recovery for recovering the heat of the exhaust gas separately from the heat exchanger.
  • An auxiliary turbine driven by adiabatic expansion of the second refrigerant heated isostatically by using the heat recovered from the heat recovery unit;
  • an auxiliary pump compressing the condensed second refrigerant and recycling the second refrigerant to the heat recovery unit.
  • the condenser may use seawater as a cooling medium.
  • the condensed first refrigerant may be recycled to the heat exchanger receives the heat from the jacket cooler.
  • a condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser;
  • a condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;
  • a seawater heat exchanger in which heat exchange is performed between the third refrigerant and seawater;
  • a seawater line connected to the seawater heat exchanger for supplying seawater to the seawater heat exchanger; And a seawater pump for forcibly circulating the seawater on the seawater line.
  • a condenser cooling line connected to the condenser to supply a third refrigerant, which is a cooling medium of the condenser, to the condenser;
  • a condenser cooling pump for forcibly circulating the third refrigerant on the condenser cooling line;
  • a main cooler configured to exchange heat between the third refrigerant and the sea water, and to exchange fresh water for cooling and the sea water;
  • a seawater line connected to the main cooler for supplying the seawater to the main cooler; And a seawater pump for forcibly circulating the seawater on the seawater line.
  • the first refrigerant may be any one of ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, and R245fa.
  • a turbocharger operated by the exhaust gas wherein the heat exchanger is disposed between the turbocharger and the turbine to exchange heat between the exhaust gas discharged from the turbocharger and the first refrigerant supplied to the turbine. It may include a heat exchange unit that mediates.
  • the heat exchanger may include at least one circulation pump to circulate the trough fluid circulating through the heat exchange unit.
  • the heat exchange unit may include: a first heat exchange unit configured to exchange heat between the exhaust gas discharged from the turbocharger and the trough fluid; And a second heat exchanger configured to exchange heat between the exhaust gas discharged from the first heat exchanger and the first refrigerant supplied to the turbine.
  • the heat exchange unit may further include a third heat exchanger disposed at a front end of the first heat exchanger to heat the trough fluid by exchanging air supplied from the turbocharger with the trough fluid.
  • the heat exchanger may further include a bypass unit for bypassing the trough fluid to the first heat exchange unit without passing through the third heat exchange unit.
  • the bypass unit may further include a control valve for adjusting the flow rate of the trough fluid.
  • the control valve may adjust a flow rate of the trough fluid supplied to the third heat exchange part in response to a load change of the engine.
  • the heat exchanger may further include a storage unit in which the trough fluid is temporarily stored.
  • the control valve may adjust the flow rate of the trough fluid supplied to the third heat exchange unit so that the amount of heat supplied to the second heat exchange unit is maintained at a constant level.
  • a temperature sensor for measuring the temperature of the heat-mediated fluid supplied to the second heat exchanger is provided at the front end of the second heat exchanger, and the control valve is supplied to the second heat exchanger based on the detected value of the temperature sensor.
  • the flow rate of the thigh fluid supplied to the third heat exchange part may be adjusted to maintain the temperature of the tide fluid.
  • the circulation pump may adjust the flow rate of the trough fluid so that the temperature of the trough fluid that exchanges heat with the first refrigerant is kept constant.
  • Embodiments of the present invention can improve the energy (electricity) generating ability while being able to drive the plurality of turbines by recovering the heat source of the exhaust gas of the engine as much as possible.
  • FIG. 1 is a schematic diagram showing a waste heat recovery apparatus for ships according to the prior art.
  • FIG. 2 is a schematic view showing a waste heat recovery apparatus for ships according to a first embodiment of the present invention.
  • FIG. 3 is a schematic view showing a waste heat recovery apparatus for a ship according to a second embodiment of the present invention.
  • Figure 4 is a schematic diagram showing a waste heat recovery apparatus for ships according to a third embodiment of the present invention.
  • FIG. 5 is a schematic view showing a waste heat recovery apparatus for a ship according to a fourth embodiment of the present invention.
  • FIG. 6 is a schematic view showing a waste heat recovery apparatus for a ship according to a fifth embodiment of the present invention.
  • FIG. 7 is a view for explaining a waste heat recovery apparatus for ships according to a sixth embodiment of the present invention.
  • FIG. 8 is a view for explaining the waste heat recovery apparatus for ships according to a seventh embodiment of the present invention.
  • thermodynamic heating should be understood as “isothermal heating” of the term used in thermodynamics, rather than heating the pressure mathematically or physically while maintaining the exact same.
  • thermodynamics rather than heating the pressure mathematically or physically while maintaining the exact same.
  • thermal expansion and the like described herein should be interpreted in the same manner.
  • FIG. 2 is a schematic view showing a waste heat recovery apparatus for ships according to a first embodiment of the present invention.
  • the waste heat recovery apparatus for ships the heat exchanger 41 for recovering heat from the exhaust gas discharged from the engine 10 to isothermally heat the first refrigerant, and isothermally heated
  • a turbine 42 driven by adiabatic expansion of the first refrigerant a condenser 43 condensing the adiabatic expansion first refrigerant, and a heat exchange pump 44 which compresses and recycles the condensed first refrigerant to the heat exchanger 41.
  • a heat recovery unit 31 provided at the front end of the heat exchanger 41 on the exhaust pipe 11 through which the exhaust gas discharged from the engine 10 passes, for recovering heat of the exhaust gas separately from the heat exchanger 41.
  • the heat of the exhaust gas is recovered through the heat recovery unit 31 installed in the exhaust pipe 11 of the engine 10 from which the exhaust gas is discharged to generate steam, and then utilized as various energy sources.
  • the heat exchanger 41 is further provided in the exhaust pipe 11 of the rear stage, and the turbine 42 driven using the heat
  • a condenser 43 for condensing and a heat exchange pump 44 for compressing the condensed water (first refrigerant) waste heat of the exhaust gas can be further recovered.
  • the first refrigerant may be any one of an organic compound, that is, ammonia, C2H6, C7H8, C8H16, R11, R113, R12, R123, R134a, and R245fa.
  • the scope of the present invention is not limited thereto, and if the first refrigerant can recover the waste heat from the high temperature exhaust gas, the heat recovery unit 31 may be omitted, and the first refrigerant may not be an organic compound. Cooling media may also be used.
  • the ship waste heat recovery apparatus further includes a recuperator 45 for supplying waste heat discharged from the turbine 42 to the first refrigerant supplied to the heat exchanger 41.
  • a recuperator 45 for supplying waste heat discharged from the turbine 42 to the first refrigerant supplied to the heat exchanger 41.
  • the engine 10 is provided with a plurality of coolers for cooling the heat generated by the engine itself, that is, the oil cooler 12, the air cooler 13, the jacket cooler 14, for ships according to an embodiment of the present invention
  • the first refrigerant compressed through the heat exchange pump 44 is configured to receive heat from the plurality of coolers 12, 13, and 14 to be recycled to the heat exchanger 41. have.
  • seawater may be used as the cooling medium used in the condenser 43
  • the cooling line 51 connected to the condenser 43 and the cooling line 51 may be used to supply seawater to the condenser 43.
  • a cooling pump 52 for forcibly circulating seawater is further provided.
  • the heat of the exhaust gas is recovered (isometrically heated) through the heat recovery unit 31 to generate superheated steam and used as various energy sources.
  • the heat exchanger 41 then uses the exhaust gas that has passed through the heat recovery unit 31.
  • the heat is recovered again (isothermal heating) so that the first refrigerant is in a superheated steam state, and then the turbine 42 is driven while adiabatic expansion of the first refrigerant is performed in the turbine 42, and discharged from the turbine 42.
  • the gas (first refrigerant) is isothermally cooled by the cooling medium in the condenser 43 to become saturated water (first refrigerant), and adiabaticly compressed by the heat exchange pump 44, and then supplied to the heat exchanger 41 to be evaporated.
  • the first refrigerant compressed through the heat exchange pump 44 receives heat from the plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket coolers 14, and then recuperators 45 again. Since the waste heat discharged from the turbine 42 is supplied to the heat exchanger 41, the efficiency may be further improved.
  • the heat recovery unit 31 is provided, but the first refrigerant used in the heat exchanger 41 recovers heat of the high-temperature exhaust gas like the refrigerant used in the heat recovery unit 31 of the present embodiment.
  • the heat recoverer 31 may be omitted.
  • FIG 3 is a view showing the configuration of the waste heat recovery apparatus for ships according to a second embodiment of the present invention.
  • This embodiment differs in part of the configuration when compared with the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. 2, the following description will only be given of the configuration that differs from the present embodiment. Shall be.
  • a heat exchanger 41 is installed in an exhaust pipe 11 at a rear end of a heat recovery unit 31 and recovered from the heat exchanger 41.
  • a turbine 42 driven using heat, a condenser 43 for condensing the gas (first refrigerant) of the turbine 42, and a heat exchange pump 44 for compressing the condensed water (first refrigerant) are provided.
  • the second refrigerant is condensed in the auxiliary condenser 33, the condensed second refrigerant is compressed in the auxiliary pump 34 is supplied back to the heat recovery machine (31) To drive the auxiliary turbine 32 by continuously recovering the waste heat of the exhaust gas while repeating It is adding more cycles.
  • the heat recovery unit 31 recovers the heat of the exhaust gas (isothermal heating) so that the second refrigerant is in the superheated steam state, and then, the second refrigerant is adiabaticly expanded in the auxiliary turbine 32 while the auxiliary turbine 32 is insulated.
  • the second refrigerant discharged from the auxiliary turbine 32 is then isothermally cooled by a cooling medium (sea water) in the first condenser 33 to become saturated water, and then adiabaticly compressed by the auxiliary pump 34 again.
  • the auxiliary turbine 32 is driven by continuously recovering the waste heat of the exhaust gas while repeating the process of being supplied to the heat recoverer 31 and evaporating.
  • the heat exchanger 41 recovers (heat isothermally) the heat of the exhaust gas which has passed through the heat recoverer 31 so that the first refrigerant is in the superheated steam state, and then the turbine 42 has the next step.
  • the turbine 42 After the refrigerant is adiabaticly expanded, the turbine 42 is driven, and the gas (first refrigerant) discharged from the turbine 42 is isothermally cooled by the cooling water in the condenser 43, which is the next step, to become saturated water.
  • the heat exchange pump 44 which is the next step, is adiabatic and supplied to the heat exchanger 41 and is repeatedly evaporated to recover the waste heat of the exhaust gas as much as possible to drive the turbine 42.
  • the first refrigerant compressed by the heat exchange pump 44 receives heat from the plurality of coolers, that is, the oil cooler 12, the air cooler 13, and the jacket coolers 14, and then returns the recuperator 45 again. Since the waste heat discharged from the turbine 42 is supplied to the heat exchanger 41, the efficiency is further improved.
  • the embodiment of the present invention provides a heat exchanger 41 and a turbine 42 unlike the conventional waste heat recovery apparatus for ships, so that the heat of exhaust gas discharged from the engine 10 of the vessel, that is, waste heat, is recovered. 31 to recover the primary through the primary turbine 32, and again to recover the waste heat through the heat exchanger 41 to drive the turbine 42, thereby basically exhausting the engine 10 It is possible to drive the plurality of turbines 32 and 42 by recovering the heat source of the gas as much as possible, thereby improving the energy (electricity) generating ability.
  • the first refrigerant from the plurality of coolers 12, 13, and 14 also recovers heat and supplies the heat to the heat exchanger 41, and also recovers heat by using the waste heat discharged from the turbine 42. Also in the hot air 45, the efficiency is improved by supplying heat to the first refrigerant supplied to the heat exchanger 41.
  • FIG. 4 is a view showing the configuration of a waste heat recovery apparatus for ships according to a third embodiment of the present invention.
  • This embodiment differs in part of the configuration when compared with the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. 2, the following description will only be given of the configuration that differs from the present embodiment. Shall be.
  • the waste heat recovery apparatus includes a jacket cooler 14 for cooling heat generated in the engine 10, and the condensed first refrigerant may be a jacket cooler ( The heat is supplied from 14) and recycled to the heat exchanger 41. That is, in the present embodiment, unlike the first embodiment, the first refrigerant compressed through the heat exchange pump 44 receives heat from only the jacket cooler 14 and is supplied to the heat exchanger 41. This is because the heat can be supplied from the jacket cooler 14 relatively more than the oil cooler 12 and the air cooler 13, so that the line passing through the oil cooler 12 and the air cooler 13 is omitted. While the entire cycle can be simplified compared to the example, there is an advantage in that there can be no significant reduction in efficiency compared to the first embodiment.
  • FIG. 5 is a view showing the configuration of the waste heat recovery apparatus for ships according to a fourth embodiment of the present invention.
  • This embodiment differs in part of the configuration when compared with the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. 2, the following description will only be given of the configuration that differs from the present embodiment. Shall be.
  • the condenser 43 of the waste heat recovery apparatus uses a third refrigerant as a cooling medium, and the third refrigerant exchanges heat with seawater.
  • the condenser cooling line 61 connected to the condenser 43 for supplying the third refrigerant to the condenser 43 and the condenser cooling for forcibly circulating the third refrigerant on the condenser cooling line 61.
  • a pump 62 a seawater heat exchanger 63 in which heat is exchanged between the third refrigerant and seawater, and a seawater line 64 connected to the seawater heat exchanger 63 to supply seawater to the seawater heat exchanger 63.
  • the sea water line 64 includes a sea water pump 65 for forcibly circulating sea water.
  • FIG. 6 is a view showing the configuration of the waste heat recovery apparatus for ships according to a fifth embodiment of the present invention.
  • This embodiment differs in part of the configuration when compared with the first embodiment, and in other configurations is the same as that of the first embodiment of FIG. 2, the following description will only be given of the configuration that differs from the present embodiment. Shall be.
  • the waste heat recovery apparatus includes a condenser cooling line 61 connected to the condenser 43 to supply a third refrigerant to the condenser 43, and the condenser cooling.
  • a seawater line 64 connected to the main cooler 71 to supply seawater to the seawater 71, and a seawater pump 65 for forcibly circulating the seawater in the seawater line 64.
  • the main cooler 71 refers to a place where the fresh water for cooling and the sea water are exchanged for cooling the device in the ship, and the cooling fresh water is supplied through the fresh water line 81 and the fresh water pump (not shown).
  • the third coolant that cools the condenser 43 in the main cooler 71 exchanges seawater with the condenser 43 by indirectly exchanging the seawater with the seawater, thereby preventing corrosion of the condenser 43 by seawater. .
  • FIG. 7 is a view for explaining a waste heat recovery apparatus for ships according to a sixth embodiment of the present invention.
  • This embodiment differs only in part from its configuration when compared to the first embodiment, and in other configurations is the same as that of the first embodiment of FIG.
  • the description and reference numerals of the embodiments are used.
  • the waste heat recovery apparatus for ships operates as an energy source using the exhaust gas of the engine 10 generating the propulsion force of the ship as in the first embodiment.
  • the exhaust gas discharged from the engine 10 is introduced into the turbocharger 15 at a temperature higher than the temperature range of about 240 ° C to 250 ° C, and the exhaust gas discharged from the turbocharger 15 is about 240 It has a temperature range of °C to 250 °C.
  • the exhaust gas discharged from the engine 10 is a high pressure state and the exhaust gas rotates a blade (not shown) provided in the turbocharger 15.
  • the exhaust gas discharged from the turbocharger 15 may be supplied to the heat exchange unit 70 provided in the heat exchanger 41, and the exhaust gas may be supplied to the first heat exchange unit from a plurality of heat exchange units provided in the heat exchange unit 70. Can be supplied to 70a.
  • the heat exchanger 41 may be provided with a pipe, so that the nut fluid can be continuously circulated.
  • the nut carrier fluid may be heated to a predetermined temperature through heat exchange with the exhaust gas and circulated along the arrangement path of the heat exchanger 41.
  • the trough fluid is not particularly limited, but it is preferable that the initial physical viscosity is stably maintained without oxidation by hot exhaust gas.
  • the mediator fluid may be water or thermal oil.
  • the first heat exchange part 70a may supply heat to the nut medium fluid through heat exchange with the exhaust gas.
  • the outside air introduced into the turbocharger 15 may be heated to a predetermined temperature and then moved to the third heat exchanger 71c.
  • the third heat exchanger 71c may heat the thigh fluid by heat-exchanging the outside air heated in the turbocharger 15 and the trough fluid circulated along the inside of the heat exchanger 41.
  • the trough fluid is heated to a predetermined temperature in the third heat exchanger 71c before being moved to the first heat exchanger 70a, and then supplied from the turbocharger 15 in the first heat exchanger 70a. It can be heated again by the exhaust gas.
  • the air discharged from the third heat exchange part 71c may be supplied to the engine 10 after being cooled by sea water.
  • the first heat exchanger 70a may heat the nutritive fluid by heat-exchanging the nutritive fluid and the exhaust gas discharged from the turbocharger 15, and the heat larger than the third heat exchanger 71c described above. It may be provided to have an exchange area.
  • the second heat exchange part 70b heats the first refrigerant that drives the turbine 200 and the nut carrier fluid supplied from the first heat exchange part 70a to heat the first refrigerant. In other words, the heat energy of the nut carrier fluid is transferred to the first refrigerant in the second heat exchange part 70b.
  • an organic refrigerant may be used as the first refrigerant, and an organic compound may be used as the organic refrigerant.
  • the first refrigerant has a low boiling point, vaporization may be stably performed even at low temperatures, and the blade may be used to rotate the blade in a steam state within the turbine 200.
  • the first refrigerant a freon-based refrigerant and a hydrocarbon-based material such as propane may be used.
  • the first refrigerant may be any one of R134a, R245fa, R236, R401, and R404 suitable for use in a relatively low heat source (400 ° C. or less).
  • the first refrigerant having such characteristics is vaporized by absorbing heat from the second heat exchanger 70b and is supplied to the turbine 42.
  • the turbine 42 generates electricity by driving a generator G using the first refrigerant as an energy source.
  • the first refrigerant may be moved to the recuperator 45 via the turbine 42, and the first refrigerant via the recuperator 45 is liquefied in the condenser 43 in which heat exchange with sea water is performed. It may be pumped through) and circulated to the recuperator 45.
  • the first refrigerant may be supplied to the second heat exchange part 70b via the recuperator 45.
  • the above-described heat exchanger 70 that is, the first heat exchanger 70a, the second heat exchanger 70b, and the third heat exchanger 71c may be arranged in series, and the fruit fluid in the heat exchanger 41 may be arranged in series.
  • At least one circulation pump 72 may be provided to circulate.
  • the circulation pump 72 may be disposed at the front end of the third heat exchange part 71c, but the scope of the present invention is not limited thereto.
  • the heat exchanger 41 includes a storage unit for temporarily storing a nut fluid through the heat exchange unit 70, that is, the first heat exchange unit 70a, the second heat exchange unit 70b, and the third heat exchange unit 70c ( 73) may be further included.
  • the storage unit 73 may store more tide fluid than the flow rate of the tide fluid circulating through the heat exchanger 41 to prevent shortage of tide fluid.
  • the nut medium fluid via the second heat exchange part 70b may be temporarily stored in the storage part 73, pumped by the circulation pump 72, and then supplied to the third heat exchange part 70c.
  • the heat exchanger 41 includes a bypass unit 74 for allowing the nutritive fluid via the circulation pump 72 to be bypassed to the first heat exchange unit 70a without passing through the third heat exchange unit 70c. It may further include.
  • the bypass section 74 includes a bypass pipe 74a, a first valve 74b for supplying a nut nut fluid to the bypass pipe 74a, or a third heat exchange part 70c, and a bypass pipe. It may include a second valve (74c) for joining the nut nut fluid passing through (74a) to the main flow path.
  • the first valve 74b may adjust the flow such that some or all of the nut opening fluid moves to the bypass pipe 74a, and may similarly adjust the flow rate of the nut opening fluid supplied to the third heat exchange unit 70c.
  • the first valve 74b is capable of adjusting the flow rate of the trough fluid supplied to the bypass pipe 74a and the third heat exchange part 70c, and may be referred to as a flow rate adjusting means.
  • the second valve 74c can adjust so that the trough fluid via the bypass pipe 74a does not flow to the third heat exchange part 70c.
  • the first valve 74b and the second valve 74c are provided as three-way valves as an example, but the scope of the present invention is not limited thereto.
  • the valve provided in the bypass pipe 74a and the valve provided in the front end of the 3rd heat exchange part 70c may be provided, and the bypass pipe 74a and 3rd may be provided.
  • the adjustment of the flow rate flowing into the heat exchange part 70c can be achieved by simultaneous control of each valve.
  • the nut fluid does not pass through the third heat exchange part 70c through the bypass part 74. If the engine 10 is not operated at full load, a part or all of the nutritive fluid passes through the third heat exchanger 70c and the first heat exchanger 70a is adjusted to flow into the first heat exchanger 70a. ) Can be adjusted to enter.
  • the engine 10 may be driven in a largely loaded state and not in a full load state.
  • the full load state refers to a state in which the engine is operated at a load of 100% as well as a state in which the engine is operated at a similar load to supply a sufficient amount of heat to the medium.
  • the exhaust gas discharged from the turbocharger 15 is supplied to the first heat exchanger 70a to heat the nutritive fluid circulating through the heat exchanger 41.
  • the nutty fluid When the engine 10 is operated at a full load, since the exhaust gas discharged from the engine 10 includes a large amount of heat, the nutty fluid can absorb a large amount of heat in the first heat exchange part 70a. . Therefore, the nutty fluid may flow into the first heat exchanger 70a after passing through the bypass unit 74 without passing through the third heat exchanger 70c.
  • first valve 74b may be adjusted to move all the nut carrier fluid to the bypass pipe 74a
  • second valve 74c may be adjusted to open all the flow paths connected to the bypass pipe 74a. have.
  • the heating medium fluid heated in the first heat exchange part 70a flows into the second heat exchange part 70b to heat the first refrigerant.
  • the first refrigerant absorbs heat from the second heat exchanger 70b and vaporizes and is then supplied to the turbine 42.
  • the first refrigerant used to expand in the turbine 42 to generate electricity may be circulated by the pump 44 after sequentially passing through the recuperator 45 and the condenser 43.
  • the engine 10 when the engine 10 is driven at a state other than the full load, that is, when the amount of exhaust gas generated in the engine 10 is reduced to a predetermined level or less, the amount of heat contained in the exhaust gas is sufficient to bring the nutritive fluid. May be insufficient to heat.
  • the heat exchanger 41 may allow a part of the nut-bearing fluid to flow into the third heat exchanger 70c to be heated in advance.
  • the outside air is compressed in the turbocharger 15 and the temperature is high.
  • the outside air whose temperature is increased flows into the third heat exchange part 70c.
  • the first valve 74b allows a part of the nut-bearing fluid to flow into the third heat exchange part 70c instead of the bypass pipe 74a.
  • the air heated by the turbocharger 15 and the nut opening fluid are exchanged to heat the nut opening fluid.
  • a part of the nut-bearing fluid is heated before flowing into the first heat exchange part 70a.
  • the first heat exchange part ( The amount of heat released at 70a) can be maintained at a constant level.
  • the first valve 74b may adjust the flow rate of the trough fluid flowing into the third heat exchange part 70c in response to the changed load amount of the engine 10, that is, the changed exhaust gas discharge amount.
  • the first valve 74b measures the flow rate of the trough fluid flowing into the third heat exchange unit 70c so that the amount of heat contained in the trough fluid flowing into the second heat exchange unit 70b can be maintained at a constant level. I can regulate it.
  • the amount of heat provided to the second heat exchange part 70b can be kept constant. Therefore, the first refrigerant absorbs a sufficient amount of heat and can be stably evaporated, whereby the turbine 42 can also be driven stably, so that the generator G can stably generate electricity.
  • a ship power generation system according to a seventh embodiment of the present invention will be described with reference to FIG. 8.
  • the seventh embodiment is different from the sixth embodiment in that at least one of the first valve and the pump is controlled to maintain a constant temperature of the trough fluid flowing into the second heat exchanger.
  • the differences from the sixth embodiment will be mainly described, and the same reference numerals are used to describe the sixth embodiment.
  • FIG. 8 is a view for explaining the waste heat recovery apparatus for ships according to a seventh embodiment of the present invention.
  • the marine waste heat recovery apparatus always maintains the power generation efficiency of the turbine 42 even when the load of the engine 10 changes and the amount of exhaust gas changes. Ensure power generation with optimum efficiency.
  • a temperature sensor 80 for measuring a temperature of a first refrigerant on a side of a first refrigerant outlet of a second heat exchanger 70b is provided. Can be provided.
  • the efficiency of the Rankine cycle including the turbine 42 may be constant.
  • the first valve 74b supplies a portion of the nut fluid to the third heat exchange part 70c to increase the temperature. Can be.
  • the temperature of the tide fluid can be further increased by the amount of heat supplied from the first heat exchange part 70a and the third heat exchange part 70c. have.
  • Control of the first valve 74b and the pump 72 as described above may be performed independently or in parallel.
  • the temperature of the nut carrier fluid flowing into the second heat exchange part 70b may be maintained at a constant level, and the turbine 42 may be always driven at an optimum efficiency.
  • the present invention can be used in ships, such ships have self-defense capability and ships for transporting people or cargo, as well as Liquefied Natural Gas-Floating Production Storage Offloading (LNG-FPSO) And floating offshore structures for storing and unloading cargo, such as floating storage units (FSUs).
  • LNG-FPSO Liquefied Natural Gas-Floating Production Storage Offloading
  • FSUs floating storage units

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

La présente invention concerne un dispositif de récupération de chaleur pour navire. Selon les modes de réalisation de la présente invention, le dispositif de récupération de chaleur pour navire comprend : un échangeur de chaleur, qui récupère la chaleur des gaz d'échappement évacués par le moteur, pour chauffer un premier fluide frigorigène sous pression uniforme ; une turbine qui est entraînée en dilatant adiabatiquement le premier fluide frigorigène chauffé sous pression uniforme ; un condenseur qui condense le premier fluide frigorigène adiabatiquement dilaté ; et une pompe d'échange de chaleur qui comprime le premier fluide frigorigène condensé de façon à recirculer le premier fluide frigorigène comprimé jusqu'à l'échangeur de chaleur.
PCT/KR2011/009379 2010-12-17 2011-12-06 Dispositif de récupération de chaleur pour navire Ceased WO2012081854A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US14/364,655 US9464539B2 (en) 2010-12-17 2011-12-06 Waste heat recovery device for a marine vessel

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
KR10-2010-0129728 2010-12-17
KR20100129728 2010-12-17
KR10-2011-0045819 2011-05-16
KR20110045819 2011-05-16
KR1020110052514A KR101359640B1 (ko) 2011-05-16 2011-05-31 선박의 발전 시스템
KR1020110052456A KR101291170B1 (ko) 2010-12-17 2011-05-31 선박용 폐열회수장치
KR10-2011-0052456 2011-05-31
KR10-2011-0052514 2011-05-31

Publications (2)

Publication Number Publication Date
WO2012081854A2 true WO2012081854A2 (fr) 2012-06-21
WO2012081854A3 WO2012081854A3 (fr) 2012-09-07

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2952723A1 (fr) * 2014-06-05 2015-12-09 Samsung Heavy Ind. Co., Ltd. Dispositif de récupération de chaleur perdue pour un vaisseau marin
CN105201682A (zh) * 2014-06-12 2015-12-30 三星重工业株式会社 用于船舶的废热回收装置
US9464539B2 (en) 2010-12-17 2016-10-11 Samsung Heavy Ind. Co., Ltd Waste heat recovery device for a marine vessel

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS53129749A (en) * 1977-04-19 1978-11-13 Mitsubishi Heavy Ind Ltd Exhaust heat recovery unit for ship motor
KR820000996B1 (ko) * 1978-02-14 1982-06-04 미쯔이 도시마사 선박용 원동기의 배기 가스열 회수장치
JP5018592B2 (ja) * 2008-03-27 2012-09-05 いすゞ自動車株式会社 廃熱回収装置
KR20100067247A (ko) * 2008-12-11 2010-06-21 대우조선해양 주식회사 선박의 폐열 회수 시스템 및 방법

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9464539B2 (en) 2010-12-17 2016-10-11 Samsung Heavy Ind. Co., Ltd Waste heat recovery device for a marine vessel
EP2952723A1 (fr) * 2014-06-05 2015-12-09 Samsung Heavy Ind. Co., Ltd. Dispositif de récupération de chaleur perdue pour un vaisseau marin
CN105201682A (zh) * 2014-06-12 2015-12-30 三星重工业株式会社 用于船舶的废热回收装置

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