CN107429634B - Ship and gas supply method - Google Patents
Ship and gas supply method Download PDFInfo
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- CN107429634B CN107429634B CN201580073249.8A CN201580073249A CN107429634B CN 107429634 B CN107429634 B CN 107429634B CN 201580073249 A CN201580073249 A CN 201580073249A CN 107429634 B CN107429634 B CN 107429634B
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- gas
- storage tank
- liquefied gas
- liquefied
- boil
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
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- 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
- B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
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- 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
Abstract
The invention provides a ship and a fuel gas supply method. According to an embodiment of the invention, a vessel comprises: a storage tank storing a 1 st liquefied gas and a boil-off gas of the 1 st liquefied gas; a reserve tank storing a 2 nd liquefied gas and a boil-off gas of the 2 nd liquefied gas; an inert gas device for injecting inert gas into the storage tank to perform inerting treatment (inerting); and a cooling device for spraying the 2 nd liquefied gas supplied by the standby tank on the inner wall of the storage tank to perform cooling treatment.
Description
Technical Field
The present invention relates to a ship and a gas supply method.
background
ethane (Ethane) extracted from Shale Gas (Shale Gas), Liquefied Natural Gas (hereinafter, abbreviated as "LNG") and the like is used as a raw material for petrochemical products, and recently, its economical efficiency has been highlighted. At 1 atmosphere, ethane has a boiling point of about-88.6 ℃ and the LNG has a boiling point of-161.5 ℃ for the major component, methane. Such ethane and LNG are transported in a liquefied state by ship.
The ship is provided with a supply system for supplying fuel Gas to the engine by changing the pressure, temperature and state of LNG Boil-Off Gas (BOG) or LNG supplied from the storage tank. The ship may include a low-pressure Gas jet engine such as a DFDE (Dual Fuel wheel Electric) engine and a high-pressure Gas jet engine such as an ME-GI engine (Gas Injection from Man B & W) using two or more different fuels. For example, korean laid-open patent No. 10-2008-0103500 (published 11/27/2008) discloses a fuel gas supply system for supplying fuel to a high-pressure gas jet engine such as an ME-GI engine. The system extracts LNG from an LNG tank, compresses the LNG at high pressure, vaporizes the LNG, and supplies the vaporized LNG to a high-pressure gas jet engine.
In addition, a procedure is carried out before the liquefied gas in the storage tank is loaded on the ship, namely, inert gas is added into the liquefied gas storage tank to remove oxygen in order to stop the possibility of fire or explosion. And cooling the inner wall of the storage tank by a cooling device. For example, korean laid-open patent No. 10-2010-0110500 (published 10/13/2010) discloses a technique of inerting a storage tank with nitrogen and then performing a cooling operation.
After the cooling is completed, the storage tank is filled with liquefied gas, and the liquefied gas stored in the storage tank is used as engine fuel. When the liquefied gas stored in the storage tank is exhausted, the storage tank is filled with the same liquefied gas.
However, when it is necessary to load a liquefied gas consumed as an engine fuel and other different types of liquefied gases into some of the plurality of storage tanks, the storage tank must be cooled by different types of gas. In this case, since the storage tank has a large size, a long time is required for cooling operation after the ship stops, and there is a possibility that loading and navigation of the ship are affected.
in addition, in a conventional gas supply system, liquefied gas and liquefied gas boil-off gas stored in a plurality of storage tanks are used as engine fuel. Therefore, it is technically difficult to maintain the supply of the engine gas by the liquefied gas stored in the remaining storage tanks in the case where the use of some of the storage tanks is changed to the use for loading and unloading goods in order to store different gases.
disclosure of Invention
Embodiments of the present invention are directed to provide a ship and a gas supply method, in which liquefied gas in a storage tank to be loaded with other types of liquefied gas is first used up as engine fuel, and only liquefied gas boil-off gas used as engine fuel is consumed in the remaining storage tanks, so that even after other types of liquefied gas are loaded in the storage tank, the engine fuel can be continuously supplied using the liquefied gas and the liquefied gas boil-off gas stored in the remaining storage tanks, thereby improving the efficiency of loading cargo and shipping.
Further, a ship and a gas supply method are provided, in which a storage tank to be loaded with another type of liquefied gas is first inerted and cooled during the ship's voyage, thereby improving the efficiency of cargo shipment.
One aspect of the present invention is a ship, comprising: a storage tank storing a 1 st liquefied gas and a boil-off gas of the 1 st liquefied gas; a reserve tank storing a 2 nd liquefied gas and a boil-off gas of the 2 nd liquefied gas; an inerting device for injecting inert gas (inerting) into the storage tank for inerting; and a cooling device for spraying the 2 nd liquefied gas supplied by the spare tank on the inner wall of the storage tank to perform cooling treatment.
The spare tank is a pressure type storage tank, and the spare tank can be installed on a deck.
The 1 st liquefied gas is liquefied ethane, and the 2 nd liquefied gas may include any one of liquefied ethylene, liquefied petroleum gas, liquefied propane, and liquefied butane.
The kind of the 1 st liquefied gas and the 2 nd liquefied gas may be different.
Another aspect of the present invention may provide a gas supply method including: supplying the 1 st liquefied gas and the 1 st liquefied gas boil-off gas of the 1 st storage tank and the 1 st liquefied gas of the 2 nd storage tank to the engine; a step of injecting an inert gas into the 1 st storage tank to perform inerting treatment (inerting) after the 1 st liquefied gas in the 1 st storage tank is exhausted, and supplying the 1 st liquefied gas in the 2 nd storage tank to the engine; and a step of spraying the 2 nd liquefied gas supplied from the standby tank to the inner wall of the 1 st storage tank after the inerting treatment, and cooling the 1 st storage tank.
A stage of incinerating the inert gas in the 1 st storage tank and the boil-off gas of the 2 nd liquefied gas injected may be further included.
The 2 nd liquefied gas stored in the reserve tank may be of the same kind as the liquefied gas of the 1 st storage tank to be shipped.
An embodiment of the present invention relates to a ship and a gas supply method, in which liquefied gas in a storage tank to be loaded with other types of liquefied gas is used up as engine fuel, and only liquefied gas boil-off gas as engine fuel is consumed in the remaining storage tanks, so that even after the other types of liquefied gas are loaded in the storage tank, the engine fuel can be continuously supplied using the liquefied gas and the liquefied gas boil-off gas stored in the remaining storage tanks, thereby improving the efficiency of cargo loading and ship navigation.
In addition, when a ship sails, the storage tanks for loading different liquefied gases are inerted and cooled, so that the efficiency of cargo loading operation is improved.
All effects of the present invention are not limited to the above-mentioned respective effects, and other effects which are not mentioned can be exactly understood by practitioners of the art from the contents set forth in the claims.
drawings
Fig. 1 is a schematic view of a gas supply system of an embodiment of the present invention.
Fig. 2 shows the gas supply system shown in fig. 1, in which a structure for inerting and cooling the 1 st storage tank is further added.
Fig. 3 is a step diagram of a gas supply method using the gas supply system shown in fig. 1 and 2.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following embodiments are described as examples, and are intended to more fully convey the concept of the invention to those skilled in the art to which the invention pertains. The present invention is not limited to the embodiments described below, and may be embodied in various other forms. In order to more clearly explain the present invention, portions of the drawings that are not related to the present invention will be omitted, and widths, lengths, thicknesses, and the like of the constituent elements in the drawings may be exaggerated in the explanation. The same reference numerals denote the same components throughout the specification.
Referring to fig. 1 and 2, the gas supply system according to the embodiment of the present invention includes a 1 st storage tank (110), a 2 nd storage tank (120), a spare tank (130), an inert gas device (140), a cooling device (150), and a control unit (160). Here, fig. 2 is a view illustrating a structure in which the inerting and cooling processes are additionally performed on the 1 st storage tank (110) to enhance understanding.
Such a gas supply system is applicable to various ships including various liquefied fuel carriers, liquefied fuel RV (liquefied Vessel), container ships, ordinary ships, LNG FPSO (Floating, Production, Storage and Off-loading), LNG FSRU (Floating Storage and recovery Unit), and the like. The 1 st liquefied gas to be described below may be liquefied ethane, and the 2 nd liquefied gas may be any one of liquefied ethylene, liquefied petroleum gas, liquefied propane, and liquefied butane. But not limited thereto, for example, the 1 st liquefied gas may be 1 st liquefied natural gas, and the 2 nd liquefied gas may be liquefied ethane.
The 1 st storage tank (110) and the 2 nd storage tank (120) store the 1 st liquefied gas and boil-off gas of the 1 st liquefied gas, and the internal gas pump (P1, P2) may deliver the 1 st liquefied gas. The 1 st storage tank (110) and the 2 nd storage tank (120) may include a racetrack storage tank and an SPB type storage tank. The 1 st liquefied gas and the 1 st liquefied gas boil-off gas stored in the 1 st storage tank (110) and the 2 nd storage tank (120) may be used as fuel for the engine (190). The engine (190) may comprise a low, medium or high pressure gas jet engine. Low pressure gas jet engines use approximately 5 to 7bar of fuel gas, including DFDE engines and the like for power generation. The low-pressure gas jet engine may be a dual-Fuel engine using Fuel such as natural gas and Heavy Oil (HFO, Heavy Fuel Oil). Medium pressure gas jet engines use fuel gas at about 16 to 45 bar. High pressure gas jet engines use fuel gas at about (150) to 300bar, including ME-GI engines.
Here, as shown in fig. 1, the processing section (180) may include some means for adjusting one or more of the fluid pressure, temperature, and state to meet the gas supply condition of the engine (190). The fluid comprises more than one of liquefied gas and liquefied gas evaporation gas. If the engine (190) is a low-pressure gas jet engine such as a DFDE engine, the processing unit (180) may include related devices: a vaporizer for vaporizing the fluid; a decompression pump for decompressing the fluid passing through the gasifier to a gas supply pressure of the low-pressure gas jet engine; a heater for adjusting the temperature of the fluid passing through the decompression pump to a temperature suitable for the requirement of the low-pressure gas jet engine. If the engine (190) is a high-pressure gas jet engine such as an ME-GI engine, the processing unit (180) may include a high-pressure pump for pressurizing and delivering the fluid in accordance with the gas supply pressure of the high-pressure gas jet engine, and a high-pressure vaporizer for vaporizing the pressurized fluid.
Referring to fig. 2, the reserve tank (130) stores therein a boil-off gas different from the 2 nd liquefied gas and the 2 nd liquefied gas of the 1 st liquefied gas. The 2 nd liquefied gas stored in the reserve tank (130) and the liquefied gas to be loaded into the 1 st storage tank (110) are the same kind. Similarly, liquefied gas (i.e., the 2 nd liquefied gas) to be charged into the 1 st storage tank is first stored in the reserve tank (130), and the 1 st storage tank (110) that has exhausted the 1 st liquefied gas may be first cooled using the 2 nd liquefied gas while the ship is underway. Since the 1 st storage tank (110) is generally very large in size, it takes a long time to perform the inerting and cooling processes. Such operations performed after the ship is landed may affect the voyage of the ship and the supply of cargo as needed. Therefore, the spare tank (130) is installed to complete the whole process from loading the No. 2 liquefied gas from the No. 1 storage tank (110) to the cooling process when the ship is underway, thereby effectively completing the cargo loading operation and the like.
the liquefied gas of the 2 nd stored in the reserve tank 130 may be inerted by injecting an inert gas into the 1 st storage tank 110 by an inert gas device 140 to be mentioned later, and then transferred to the cooling device 150 of the 1 st storage tank 110 through a supply line L6 by a gas pump 132.
The reserve tank (130) may be a pneumatic C-type storage tank of International Maritime Organization (IMO), or may be a variety of other pneumatic storage tanks. When the reserve tank (130) is constructed as a pneumatic storage tank, the liquefied gas vapor of the 2 nd stage can be controlled for a long time without treating the liquefied gas vapor of the 2 nd stage.
For loading and unloading goods, the 1 st and 2 nd storage tanks 110 and 120 may be installed in the ship in a large-sized single-row racetrack type storage tank. On the other hand, the spare tank (130) for loading the cooling work cargo has a much smaller size than the 1 st and 2 nd storage tanks (110, 120), and can be installed on the deck of the ship. The spare tank (130) does not occupy the internal space of the ship where the 1 st and 2 nd storage tanks (110, 120) are installed, and the 1 st and 2 nd storage tanks (110, 120) are designed to accommodate a large amount of liquefied gas, so that they are easily installed in the ship.
The inert gas device (140) injects an inert gas into the 1 st storage tank (110) through the supply line L7 to perform an inerting process. For example, inert gas means (140) may be used to inject inert gas into the 1 st storage tank (110) after the 1 st liquefied gas in the 1 st storage tank (110) is exhausted, using inert gas nitrogen, so that the possibility of fire or explosion in the 1 st storage tank (110) may be excluded.
The cooling device (150) is installed inside the 1 st storage tank (110) and sprays the 2 nd liquefied gas supplied from the reserve tank (130) onto the inner wall of the 1 st storage tank (110). Since the temperature in the 1 st storage tank (110) into which the inert gas is injected by the inert gas device (140) is higher than the temperature of the 2 nd liquefied gas, the 2 nd liquefied gas can be vaporized after the 2 nd liquefied gas is injected into the 1 st storage tank (110).
The boil-off gas of the 2 nd liquefied gas may coexist with the inert gas in the 1 st storage tank (110). The gas in the 1 st storage tank (110) is discharged to the outside or is delivered to a demand (170) through a discharge line (L5). The demand (170) may also include a boiler, a combustion device, a turbine, and the like. At this time, in order to adjust the pressure and temperature to the range required by the demand (170), a pressurizer (172) and a radiator (174) for pressurizing and cooling the gas supplied from the 1 st storage tank (110) may be installed on the discharge line (L5). The pressurizer (172) and radiator (174) may also be mounted in multiple stages in other examples.
referring to fig. 1, the control unit (160) supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas of the 1 st storage tank (110) and the 1 st liquefied gas boil-off gas of the 2 nd storage tank (120) to the engine (190) as fuel, and after the 1 st liquefied gas of the 1 st storage tank (110) is exhausted, supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas of the 2 nd storage tank (120) to the engine (190) as fuel.
Here, the gas supply system may include: a 1 st supply line (L1) for supplying the 1 st liquefied gas boil-off gas from the 1 st storage tank (110) to the engine (190) through the processing unit (180); a 1 st supply line (L2) for supplying the 1 st liquefied gas from the 1 st storage tank (110) to the engine (190) through the processing unit (180); a 3 rd supply line L3 for supplying the 1 st liquefied gas boil-off gas from the 2 nd storage tank (120) to the 1 st supply line (L1); the 1 st liquefied gas in the 2 nd storage tank (120) is supplied to a 4 th supply line L4 of a 2 nd supply line (L2).
The control unit (160) supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas in the 1 st storage tank (110) and the 1 st liquefied gas boil-off gas in the 2 nd storage tank (120) to the engine (190) as fuel, controls the valve V4 to close the 4 th supply line L4, and controls the valves (V1-V3) to open the 1 st supply line (L1) to the 3 rd supply line L3.
When the 1 st liquefied gas in the 1 st storage tank (110) is exhausted, the control unit (160) supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas in the 2 nd storage tank (120) to the engine (190) as fuel, controls the valves (V1) and (V2) to close the 1 st and 2 nd supply lines (L2), and controls the valves V3 and V4 to open the 3 rd and 4 th supply lines L4.
hereinafter, a gas supply method using the gas supply system will be described with reference to fig. 3 in fig. 1 and 2.
Referring to fig. 3, first, the 1 st liquefied gas and the 1 st liquefied gas boil-off gas in the 1 st storage tank (110) and the 1 st liquefied gas boil-off gas in the 2 nd storage tank (120) are supplied to the engine (190) for fueling (S11). For example, the 1 st liquefied gas may include liquefied ethane.
Thereafter, the 1 st liquefied gas in the 1 st storage tank (110) is exhausted, and inert gas is injected into the 1 st storage tank (110) by the inert gas device (140) to perform inerting (inerting) S21. At this time, the 1 st liquefied gas stored in the 2 nd storage tank (120) may be supplied as fuel.
Next, the 2 nd liquefied gas supplied from the reserve tank (130) installed on the deck of the ship is sprayed to the inner wall of the 1 st storage tank (110) by the cooling device (150) installed in the 1 st storage tank (110) to cool the 1 st storage tank (110) S31. The type of the 2 nd liquefied gas is different from that of the 1 st liquefied gas, and may include any one of liquefied ethylene, liquefied petroleum gas, liquefied propane, and liquefied butane, for example.
Then, the inert gas in the 1 st storage tank (110) and the boil-off gas of the 2 nd liquefied gas injected to the inner wall of the 1 st storage tank (110) are delivered to a demand (170) and burned (S41). Here, the demand (170) may be a combustion device.
next, the same kind of liquefied gas as the 2 nd liquefied gas in the 1 st storage tank (110) is loaded as cargo (S51). Liquefied gas loaded as cargo into the 1 st storage tank (110) may be supplied to the supply.
then, the 1 st liquefied gas and the 1 st liquefied gas boil-off gas stored in the 2 nd storage tank (120) are supplied to the engine (190) as fuel (S61). This process (S61) may also be performed after the 1 st liquefied gas in the 1 st storage tank (110) is exhausted as described above.
The above processes of S21, S31 and S41 may be performed while the ship is underway. Therefore, when the ship sails, the storage tanks which are to be loaded with different liquefied gases are firstly subjected to inerting treatment and cooling treatment, so that the efficiency of cargo shipment operation is improved.
In addition, since the liquefied gas in the storage tanks to be loaded with different types of gases can be consumed as fuel first and the remaining storage tanks consume only the liquefied gas boil-off gas as fuel, even after loading of different types of liquefied gases in the storage tanks, the supply of fuel can be maintained by the liquefied gas and the liquefied gas boil-off gas stored in the remaining storage tanks, thereby improving the efficiency of cargo loading and ship navigation.
The foregoing description of specific embodiments has been presented for purposes of illustration and description. However, the present invention is not limited to the above-described embodiments, and those having ordinary skill in the art to which the present invention pertains may freely make various changes and implement the present invention without departing from the gist of the technical idea of the present invention described in the claims below.
Claims (5)
1. A marine vessel, comprising:
A 1 st storage tank and a 2 nd storage tank, the 1 st storage tank and the 2 nd storage tank each storing a 1 st liquefied gas and a boil-off gas of the 1 st liquefied gas;
A reserve tank storing a 2 nd liquefied gas and a boil-off gas of the 2 nd liquefied gas;
An inert gas device for injecting inert gas into the storage tank and performing inert treatment (inerting) after the 1 st liquefied gas in the 1 st storage tank is exhausted during the ship sailing;
a cooling device for spraying and cooling the 2 nd liquefied gas supplied by the standby tank to the inner wall of the 1 st storage tank after the inert treatment; and
A control unit which supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas of the 1 st storage tank and the 1 st liquefied gas boil-off gas of the 2 nd storage tank as fuel to the engine during a voyage of the ship, and supplies the 1 st liquefied gas and the 1 st liquefied gas boil-off gas of the 2 nd storage tank as fuel to the engine after the 1 st liquefied gas of the 1 st storage tank is exhausted;
wherein the 1 st liquefied gas and the 2 nd liquefied gas are of different kinds, and the 2 nd liquefied gas is of the same kind as the liquefied gas to be injected into the 1 st storage tank.
2. A ship according to claim 1, characterized in that it:
the spare tank is a pneumatic tank,
The spare tank is mounted on the deck.
3. A ship according to claim 1, characterized in that it:
The 1 st liquefied gas is liquefied ethane;
The 2 nd liquefied gas comprises any one of liquefied ethylene, liquefied petroleum gas, liquefied propane and liquefied butane.
4. A fuel gas supply method is characterized by comprising a stage of supplying 1 st liquefied gas and 1 st liquefied gas evaporation gas of a 1 st storage tank and 1 st liquefied gas evaporation gas of a 2 nd storage tank to an engine;
A step of injecting an inert gas into the 1 st storage tank to perform inerting treatment (inerting) after the 1 st liquefied gas in the 1 st storage tank is exhausted during the ship sailing, and supplying the 1 st liquefied gas in the 2 nd storage tank to the engine;
After the inerting treatment, spraying the 2 nd liquefied gas supplied from the standby tank onto the inner wall of the 1 st storage tank to cool the 1 st storage tank;
injecting liquefied gas of the same kind as the 2 nd liquefied gas into the 1 st storage tank as cargo; and
Supplying boil-off gas of the 1 st liquefied gas in the 2 nd storage tank to the engine;
Wherein the 1 st liquefied gas and the 2 nd liquefied gas are of different kinds.
5. The fuel gas supply method according to claim 4, further comprising a step of burning the inert gas in the 1 st storage tank and the boil-off gas of the injected 2 nd liquefied gas, the step of burning the boil-off gas being performed after the cooling operation.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2015-0005475 | 2015-01-13 | ||
| KR20150005475 | 2015-01-13 | ||
| KR10-2015-0104849 | 2015-07-24 | ||
| KR1020150104849A KR101711975B1 (en) | 2015-01-13 | 2015-07-24 | Ship, and method for supply of fuel gas |
| PCT/KR2015/014505 WO2016114515A1 (en) | 2015-01-13 | 2015-12-30 | Ship, and method for supplying fuel gas |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107429634A CN107429634A (en) | 2017-12-01 |
| CN107429634B true CN107429634B (en) | 2019-12-13 |
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| CN201580073249.8A Active CN107429634B (en) | 2015-01-13 | 2015-12-30 | Ship and gas supply method |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6506402B2 (en) |
| KR (1) | KR101711975B1 (en) |
| CN (1) | CN107429634B (en) |
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| KR102487007B1 (en) * | 2018-06-26 | 2023-01-10 | 대우조선해양 주식회사 | System and method for treating gas of ship |
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| KR100835090B1 (en) | 2007-05-08 | 2008-06-03 | 대우조선해양 주식회사 | System and method for supplying fuel gas of lng carrier |
| KR101559404B1 (en) * | 2009-04-02 | 2015-10-13 | 대우조선해양 주식회사 | Replacement apparatus of a liquefied gas storage tank using nitrogen |
| KR20100110500A (en) | 2009-04-03 | 2010-10-13 | 대우조선해양 주식회사 | Replacement method of a liquefied gas storage tank using nitrogen |
| JP6037846B2 (en) * | 2013-01-23 | 2016-12-07 | 三菱重工業株式会社 | Gas removal equipment, gas removal ship, gas removal method from tank |
| KR20140138017A (en) * | 2013-05-23 | 2014-12-03 | 대우조선해양 주식회사 | Hybrid fuel supply system and method for a ship engine |
| KR20140058477A (en) * | 2014-04-18 | 2014-05-14 | 대우조선해양 주식회사 | Floating structure with a propulsion system using heterogeneous fuel |
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2015
- 2015-07-24 KR KR1020150104849A patent/KR101711975B1/en active IP Right Grant
- 2015-12-30 CN CN201580073249.8A patent/CN107429634B/en active Active
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Patent Citations (1)
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| CN103003141A (en) * | 2010-05-19 | 2013-03-27 | 大宇造船海洋株式会社 | Floating structure having an upper deck fuel tank |
Also Published As
| Publication number | Publication date |
|---|---|
| KR101711975B1 (en) | 2017-03-03 |
| JP6506402B2 (en) | 2019-04-24 |
| CN107429634A (en) | 2017-12-01 |
| JP2018503555A (en) | 2018-02-08 |
| KR20160087327A (en) | 2016-07-21 |
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