CN109863081B - System and method for supplying fuel gas to ship - Google Patents

System and method for supplying fuel gas to ship Download PDF

Info

Publication number
CN109863081B
CN109863081B CN201780061379.9A CN201780061379A CN109863081B CN 109863081 B CN109863081 B CN 109863081B CN 201780061379 A CN201780061379 A CN 201780061379A CN 109863081 B CN109863081 B CN 109863081B
Authority
CN
China
Prior art keywords
cooling water
engine
heater
fuel gas
supplying
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.)
Active
Application number
CN201780061379.9A
Other languages
Chinese (zh)
Other versions
CN109863081A (en
Inventor
金宗铉
朴永圭
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.)
Hanhua 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
Priority claimed from KR1020160128368A external-priority patent/KR101876973B1/en
Priority claimed from KR1020160128367A external-priority patent/KR101876972B1/en
Application filed by Daewoo Shipbuilding and Marine Engineering Co Ltd filed Critical Daewoo Shipbuilding and Marine Engineering Co Ltd
Publication of CN109863081A publication Critical patent/CN109863081A/en
Application granted granted Critical
Publication of CN109863081B publication Critical patent/CN109863081B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • F17C9/04—Recovery of thermal energy
    • 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
    • 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
    • F02M21/06—Apparatus for de-liquefying, e.g. by heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/033—Small pressure, e.g. for liquefied gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
    • F17C2225/01—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the phase
    • F17C2225/0107—Single phase
    • F17C2225/0123—Single phase gaseous, e.g. CNG, GNC
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0302—Heat exchange with the fluid by heating
    • F17C2227/0309—Heat exchange with the fluid by heating using another fluid
    • F17C2227/0316—Water heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0302—Heat exchange with the fluid by heating
    • F17C2227/0309—Heat exchange with the fluid by heating using another fluid
    • F17C2227/0316—Water heating
    • F17C2227/0318—Water heating using seawater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0367—Localisation of heat exchange
    • F17C2227/0388—Localisation of heat exchange separate
    • F17C2227/0393—Localisation of heat exchange separate using a vaporiser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/06—Fluid distribution
    • F17C2265/066—Fluid distribution for feeding engines for propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships
    • 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

An arrangement method, a system and a method for supplying a fuel gas to a vessel are disclosed. A system for supplying a fuel gas to a marine vessel comprising: a vaporizer for vaporizing the liquefied natural gas to supply the natural gas to the engine; a first heater for exchanging heat between cooling water discharged after cooling the engine and a fluid used as a heating medium in the vaporizer to heat the fluid; and a fresh water generator for obtaining fresh water by heating seawater with a part or all of a heat source of the cooling water having passed through the first heater after being discharged from the engine, wherein the vaporizer exchanges heat between a heating medium having been heated by the first heater and the liquefied natural gas to vaporize the liquefied natural gas.

Description

System and method for supplying fuel gas to ship
Technical Field
The present invention relates to a system and method for supplying fuel gas to an engine of a ship using heat of cooling water for the engine, and an arrangement method.
Background
Liquefied Natural Gas (LNG) is a colorless and transparent liquid obtained by liquefying natural gas composed mainly of methane to about-163 ℃ to liquefy the natural gas, and has a volume of about 1/600 of the volume of the natural gas. Thus, liquefaction of natural gas enables extremely efficient transportation. In general, liquefied natural gas obtained via liquefaction of natural gas is stored in a storage tank and transported by a ship.
Examples of marine engines that can be fueled by natural gas include gas engines, such as DFDE engines, ME-GI engines, and X-DF engines. DFDE engines are used for power generation and have four strokes per cycle. The DFDE engine is operated using an Otto cycle (Otto cycle) in which natural gas having a relatively low pressure of about 6.5 bar (bar) is injected into the combustion chamber, and then the piston is pushed to compress the gas. ME-GI engines are used for propulsion and have two strokes per cycle. ME-GI engines are operated with a diesel cycle (diesel cycle) in which natural gas having a high pressure of about 300 bar is directly injected into the combustion chamber near top dead center of the piston. An X-DF engine is used for propulsion and has two strokes per cycle. The X-DF engine was operated with the otto cycle using natural gas having a pressure of about 16 bar as fuel.
In order to supply fuel to an engine using natural gas as fuel, liquefied natural gas stored in a storage tank is generally vaporized to be supplied to the engine, and the vaporization of the liquefied natural gas requires a heat source. A technique of using engine jacket water (engine jacket water) as a heat source for vaporizing liquefied natural gas has been developed in the art.
Disclosure of Invention
Technical problem
Generally, after cooling the engine, the cooling water is adjusted to have a constant temperature. For example, after cooling the ME-GI engine, the cooling water may be controlled to have a temperature of about 85 ℃.
However, because higher engine loads produce more heat, cooling water is needed to cool the more heat, and because lower engine loads produce less heat, cooling water is needed to cool the less heat. In addition, since the engine is not cooled below a predetermined temperature to prevent low-temperature corrosion of the engine, reducing the engine load results in a reduction in the amount of heat obtained from the cooling water.
Embodiments of the present invention provide a method for appropriately distributing the heat of cooling water that varies according to engine load, and an efficient arrangement of equipment for appropriately distributing the heat of cooling water.
Technical solution
According to one aspect of the present invention, a system for supplying a fuel gas to a ship comprises: a vaporizer vaporizing the liquefied natural gas to supply the liquefied natural gas to the engine; a first heater that heats a fluid serving as a heating medium in the vaporizer via heat exchange between cooling water discharged from the engine after cooling the engine and the heating medium; and a fresh water generator that generates fresh water by heating seawater with some or all of a heat source of the cooling water that has passed through the first heater after being discharged from the engine, wherein the vaporizer vaporizes the liquefied natural gas through heat exchange between a heating medium heated by the first heater and the liquefied natural gas.
The system may further include an expansion tank that absorbs a volume change caused by expansion or contraction of the cooling water.
The engine may be disposed in the engine compartment, and the expansion tank may be disposed at a distance of 20 meters to 25 meters above the engine compartment.
The first heater may be disposed at a higher position than the expansion tank.
The system may further include a second heater that heats the cooling water discharged from the fresh water generator to be supplied to the engine.
The cooling water discharged from the engine may be divided into two water flows such that some of the cooling water is supplied to the first heater and the remaining cooling water bypasses the first heater, and the system may further include a first three-way valve disposed where the cooling water having bypassed the first heater is combined with the cooling water having passed through the first heater.
The first three-way valve may be disposed at a lower position than the expansion tank.
The system may further include a cooler that cools the cooling water that has passed through the first heater and the fresh water generator after being discharged from the engine.
The system may further include a third temperature adjustment sensor that is disposed on a line along which the cooling water discharged from the cooler is supplied to the engine and adjusts the temperature of the cooling water, wherein a preset value of the third temperature adjustment sensor decreases as the load of the engine increases.
The heat source obtained from the cooling water when cooling the engine may be used first by the first heater and second by the fresh water generator, and the heat remaining after use by the fresh water generator may be cooled by the cooler.
The system may further include a storage tank that stores remaining cooling water that is not delivered to the first heater among the cooling water used to cool the engine.
The system may further include a first compression unit disposed on a line along which the cooling water discharged from the storage tank is supplied to the expansion tank, wherein the first compression unit is operated when the liquid level of the storage tank reaches a predetermined value or more or when the liquid level of the expansion tank reaches a predetermined value or less.
The system may further include a second compression unit compressing the cooling water discharged from the fresh water generator to supply the compressed cooling water to the engine.
The system may further include a first valve that prevents the cooling water supplied from the engine to the first heater from flowing back when the second compression unit is stopped.
The vaporizer, the first heater, the fresh water generator, and the second compression unit may be connected in series with each other to allow cooling water to be circulated only by the second compression unit.
The system may further include a third compression unit disposed on a line along which the cooling water discharged from the engine is supplied to the first heater.
The fresh water generator may have a load represented by the following equation: b ═ y-x) a/z, where a indicates the load of the engine, x indicates the maximum heat transferred to the fluid used as the heating medium in the vaporizer, B indicates the load of the fresh water generator, y indicates the maximum heat obtained from the cooling water when cooling the engine, and z indicates the heat required when the load of the fresh water generator is 100%.
The system may further comprise: at least one of first temperature adjustment sensors disposed on a line along which cooling water discharged from the engine is supplied to the first heater to maintain the cooling water at a constant temperature; and a second temperature adjustment sensor disposed on a line along which the cooling water discharged from the fresh water generator is supplied to the engine to adjust a temperature of the cooling water, wherein a preset value of the second temperature adjustment sensor decreases as a load of the engine increases.
The system may further include an air separator disposed on a line along which the cooling water that is discharged from the engine and has passed through the first heater is supplied to the fresh water generator, thereby removing air from the cooling water.
The system may further include an air exhaust channel that exhausts air from the cooling water delivered to the engine from the fresh water generator.
A part or the whole of the pipe through which the cooling water flows may be subjected to a heat insulating treatment.
According to another aspect of the present invention, a method of supplying a fuel gas to a ship includes: step 1, heating a heating medium with a first heater via heat exchange between cooling water discharged from an engine after cooling the engine and the heating medium; a step 2 of vaporizing the liquefied natural gas via heat exchange between the heating medium heated by the heat exchange in the step 1 and the liquefied natural gas; step 3, supplying the natural gas vaporized in step 2 to an engine; and a step 4 of generating fresh water by heating the seawater using some or all of the heat sources obtained from the cooling water used for the heat exchange of the heating medium in the step 1 with a fresh water generator.
The method may further comprise: and 5, heating the cooling water used in the fresh water generator in the step 4.
In step 5, the cooling water may be heated to a temperature capable of preventing low-temperature corrosion of the engine or more than the temperature while the engine is not operated.
In step 5, when it is determined that the temperature of the cooling water is reduced to be lower than the temperature capable of preventing low-temperature corrosion of the engine after the fresh water generator is operated by 100% in step 4, the cooling water may be heated to the temperature capable of preventing low-temperature corrosion of the engine or more after the fresh water generator is operated by 100%.
The method may further comprise: and 5, compressing the cooling water discharged from the fresh water generator by using the second compression unit to supply the compressed cooling water to the engine.
The cooling water discharged from the engine may be divided into two water flows such that some of the cooling water is supplied to the first heater and the remaining cooling water bypasses the first heater, and the first three-way valve may be disposed where the cooling water having bypassed the first heater is combined with the cooling water having passed through the first heater.
When the second compression unit is stopped, a valve portion of the first three-way valve leading to the first heater may be closed, and the remaining valve portion thereof may be maintained in an open state.
An algorithm may be established to allow the valve portion of the first three-way valve leading to the first heater to be automatically closed by the control panel when the second compression unit is stopped.
According to another aspect of the present invention, there is provided an arrangement method in which an engine is disposed in an engine compartment, an expansion tank adapted to buffer a volume change due to expansion or contraction of cooling water is disposed at a distance of 20 to 25 meters above the engine compartment, a first heater heating a heating medium to vaporize liquefied natural gas is disposed at a higher position than the expansion tank, and a first three-way valve is disposed at a position where the cooling water having bypassed the first heater is combined with cooling water having passed through the first heater to be disposed at a lower position than the expansion tank.
According to yet another aspect of the present invention, a method is provided for distributing heat obtained from cooling water to a vaporizer and a fresh water generator when cooling an engine according to the following equation: ax + Bz-Ay, where a indicates the load of the engine, x indicates the maximum amount of heat transferred to the fluid serving as the heating medium in the vaporizer, B indicates the load of the fresh water generator, y indicates the maximum amount of heat obtained from the cooling water when cooling the engine, and z indicates the amount of heat required when the load of the fresh water generator is 100%.
Advantageous effects
According to the embodiment of the present invention, it is possible to appropriately distribute the heat obtained from the cooling water when cooling the engine to the evaporator and the fresh water generator via adjusting the load of the fresh water generator according to the equation representing the relationship between the load of the engine and the load of the fresh water generator.
According to an embodiment of the invention, the system comprises a first heater and a vaporizer, thereby reducing the capacity of the cooler and the energy used to operate the cooler.
According to the embodiment of the present invention, the surplus cooling water is stored in the storage tank before being reused, thereby minimizing the consumption amount of the cooling water to be chemically treated.
According to an embodiment of the present invention, the devices disposed along the cooling water circulation line are connected in series with each other, wherein the cooling water can be circulated only by the pressure of the second compression unit without installing an additional compression member.
According to the embodiment of the invention, even when the engine has a low load, the cooling water can be heated by the second heater after the fresh water generator is operated at 100%, thereby achieving more efficient operation of the system.
According to an embodiment of the present invention, the system and method can provide for a structure in which the first heater is placed above the expansion tank (specifically, when the second compression unit is stopped).
According to the embodiments of the present invention, the system and method can efficiently control each device via the control board, and in particular can automatically prepare when the second compression unit malfunctions.
Drawings
Fig. 1 is a schematic view of a system for supplying a fuel gas to a ship according to a first embodiment of the present invention.
Fig. 2 is a schematic view of a system for supplying a fuel gas to a ship according to a second embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It is to be understood that the following examples may be modified in various ways and do not limit the scope of the invention.
Fig. 1 is a schematic view of a system for supplying a fuel gas to a ship according to a first embodiment of the present invention.
Referring to fig. 1, the fuel gas supply system according to this embodiment includes a first heater 110, a vaporizer 180, and a fresh water generator 120.
Examples of the engine E that is supplied with fuel by the fuel gas supply system according to this embodiment may include an ME-GI engine, an X-DF engine, a DF engine, and the like that use natural gas as fuel, and the fuel gas supply system according to this embodiment may be applied to other combustion devices that use natural gas as fuel, such as a gas turbine, and the like. Herein, the fuel gas supply system according to this embodiment is preferably applied to an ME-GI engine serving as a main propulsion engine. According to this embodiment, the engine E is disposed in the engine compartment.
According to this embodiment, the first heater 110 exchanges heat between the cooling water (line L10) discharged from the engine E after cooling the engine E and the fluid (line L3) serving as the heating medium in the vaporizer 180. That is, the first heater 110 supplies some of the heat obtained from the cooling water when cooling the engine E to the fluid serving as the heating medium in the vaporizer 180 (line L3), thereby heating the fluid serving as the heating medium in the vaporizer 180 (line L3).
On a line L10 along which the cooling water is supplied from the engine E to the first heater 110, a first temperature adjustment sensor 210 may be disposed to adjust the temperature of the cooling water discharged from the engine E to be supplied to the first heater 110. According to this embodiment, the first temperature adjustment sensor 210 may adjust the temperature of the cooling water discharged from the engine E to about 85 ℃.
According to this embodiment, since the temperature of the cooling water discharged from the engine E is adjusted to about 85 ℃ and the amount of heat generated by the engine E increases as the load of the engine E increases, the temperature of the cooling water supplied to the engine E varies according to the load of the engine E. That is, in order to prevent low-temperature corrosion of the engine E, the temperature of the cooling water supplied to the engine E is increased as the load of the engine E is reduced.
According to this embodiment, the vaporizer 180 vaporizes the liquefied natural gas via heat exchange between the heating medium (line L4) heated by the first heater 110 and the liquefied natural gas. That is, the vaporizer 180 uses some of the heat obtained from the cooling water when cooling the engine E to vaporize the liquefied natural gas via the heating medium. Natural gas obtained by the vaporizer 180 via vaporization of the liquefied natural gas (line L1) is supplied to the engine E for use as fuel. The fluid used as the heating medium in the vaporizer 180 may be glycol water (glycol water).
According to this embodiment, the fresh water generator 120 generates fresh water by heating the seawater using some or all of the heat obtained from the cooling water (line L20) that is discharged from the engine E and that has passed through the first heater 110.
Since the amount of heat that can be obtained by the cooling water when cooling the engine E is proportional to the load of the engine E and the amount of fuel to be consumed increases as the load of the engine E increases, the amount of liquefied natural gas to be vaporized by the vaporizer 180 also increases as the load of the engine E increases. Therefore, the amount of heat to be transferred from the first heater 110 to the fluid used as the heating medium by the vaporizer 180 is also proportional to the load of the engine E.
Therefore, the following equation is established when a indicates the load of the engine E, x indicates the maximum amount of heat transferred to the fluid serving as the heating medium in the vaporizer 180, B indicates the load of the fresh water generator 120, y indicates the maximum amount of heat obtained by the cooling water when cooling the engine E, and z indicates the amount of heat required when the load of the fresh water generator 120 is 100%.
Ax+Bz＝Ay
Thus, the load of the fresh water generator is represented by the following equation: b ═ y-x) a/z, and the heat obtained from the cooling water when cooling the engine E can be appropriately distributed to the evaporator 180 and the fresh water generator 120 by adjusting the load of the fresh water generator 120 according to this equation.
According to this embodiment, the heat obtained from the cooling water when cooling the engine E is used by the first heater 110 first, and the remaining heat is used by the fresh water generator 120.
The cooling water (line L10) discharged from the engine E may be divided into two water streams such that some of the cooling water (line L10) is delivered to the first heater 110 and the remaining cooling water (line L12) bypasses the first heater 110. The cooling water (line L12) having bypassed the first heater 110 may be combined with the cooling water (line L20) having passed through the first heater 110 to be delivered to the fresh water generator 120, and the first three-way valve 810 may be disposed where the cooling water (line L12) having bypassed the first heater 110 is combined with the cooling water (line L20) having passed through the first heater 110. According to this embodiment, the amount of cooling water to be delivered to the first heater 110 can be adjusted by adjusting the degree of opening of the first three-way valve 810, thereby enabling adjustment of the amount of heat transferred from the cooling water to the first heater 110.
On a line L4 along which the heating medium is sent from the first heater 110 to the vaporizer 180, a temperature sensor (not shown) may be disposed to allow the degree of opening of the first three-way valve 810 to be adjusted according to the temperature thus detected. Since the temperature of the heating medium supplied along the line L4 increases as the amount of liquefied natural gas to be vaporized by the vaporizer 180 increases, the amount of liquefied natural gas to be vaporized by the vaporizer 180 can be adjusted by adjusting the temperature of the heating medium supplied along the line L4, and the temperature of the heating medium supplied along the line L4 can be adjusted by adjusting the amount of cooling water delivered to the first heater 110 by the first three-way valve 810.
In addition, the fuel gas supply system according to this embodiment may be operated to maintain the heating medium flowing along the line L4 at a constant temperature. Since the temperature of the fluid discharged from the vaporizer 180 (line L3) is lowered after being used as a heating medium for vaporizing the liquefied natural gas in the vaporizer 180, the opening degree of the first three-way valve 810 is adjusted to allow the fluid supplied to the first heater along line L3 to be heated thereby.
A second valve 720 for adjusting the flow rate and the opening degree of the fluid may be disposed on a line L4 along which the heating medium is delivered from the first heater 110 to the vaporizer 180 along the line L4.
The fuel gas supply system according to this embodiment may further include an air separator 330 disposed on a line L20 along which the cooling water discharged from the engine E and having passed through the first heater 110 is delivered to the fresh water generator 120. The air separator 330 according to this embodiment removes air from the cooling water delivered from the first heater 110 to the fresh water generator 120, thereby preventing various devices in the fuel gas supply system according to this embodiment from failing.
On the other hand, the cooling water (line L20) discharged from the engine E and having passed through the first heater 110 may be divided into two water flows such that some of the cooling water (line L20) is delivered to the fresh water generator 120 and the remaining cooling water (line L22) bypasses the fresh water generator 120. The cooling water (line L22) having bypassed the fresh water generator 120 may be combined with the cooling water (line L30) having passed through the fresh water generator 120 to be delivered to the engine E, and the second three-way valve 820 may be disposed where the cooling water (line L22) having bypassed the fresh water generator 120 is combined with the cooling water (line L30) having passed through the fresh water generator 120. According to this embodiment, the amount of cooling water to be delivered to the fresh water generator 120 can be adjusted by adjusting the opening degree of the second three-way valve 820, thereby enabling adjustment of the amount of heat transferred from the cooling water to the fresh water generator 120.
On a line L30 along which the cooling water discharged from the fresh water generator 120 is delivered to the engine E, a second temperature adjustment sensor 220 may be disposed to adjust the temperature of the cooling water. According to this embodiment, the preset value of the second temperature adjustment sensor 220 decreases as the load of the engine E increases.
The fuel gas supply system according to this embodiment may further include a cooler 130 that reduces the temperature of the cooling water that is discharged from the engine E and that has passed through the first heater 110 and the fresh water generator 120. When the temperature of the cooling water is not sufficiently lowered even after the cooling water, which obtains heat when cooling the engine E, supplies some of the heat to the first heater 110 and the fresh water generator 120, the cooler 130 according to this embodiment lowers the temperature of the cooling water so as to allow the cooling water to cool the engine E to a predetermined temperature for the engine E.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the cooling water (line L30) discharged from the fresh water generator 120 may be divided into two water flows such that some of the cooling water (line L30) is sent to the cooler 130 and the remaining cooling water (line L32) bypasses the cooler 130. The cooling water (line L32) having bypassed the cooler 130 may be combined with the cooling water (L40) having passed through the cooler 130 to be delivered to the engine E, and the third three-way valve 830 may be disposed where the cooling water (line L32) having bypassed the cooler 130 is combined with the cooling water (line L40) having passed through the cooler 130. According to this embodiment, the amount of cooling water to be delivered to the cooler 130 can be adjusted by adjusting the degree of opening of the third three-way valve 830, thereby enabling adjustment of the degree of cooling of the cooling water by the cooler 130.
The conventional system allows cooling water to be supplied to the engine E after cooling the cooler 130, instead of using the heat of the cooling water to heat the lng, whereas the fuel gas supply system according to this embodiment includes the first heater 110 and the vaporizer 180 to allow the cooling water to be cooled by the cooler 130 only when needed after heating the lng using the heat of the cooling water, thereby reducing the capacity of the cooler 130 and the energy for operating the cooler 130.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the heat obtained from the cooling water when cooling the engine E is used first by the first heater 110 and second by the fresh water generator 120, and the heat remaining after being used by the fresh water generator 120 is cooled by the cooler 130.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the third temperature adjustment sensor 230 may be disposed on the line L40 to adjust the temperature of the cooling water, which is discharged from the cooler 130, to be delivered to the engine E along the line L40. According to this embodiment, the preset value of the third temperature adjustment sensor 230 decreases as the load of the engine E increases.
The fuel gas supply system according to this embodiment may further include at least one of a storage tank 160, an expansion tank 170, and an air discharge tank 140.
The storage tank 160 according to this embodiment stores cooling water that is not delivered to the first heater 110 among the cooling water for cooling the engine E, and some of the cooling water stored in the storage tank 160 may be delivered to the expansion tank 170 (line L50). According to this embodiment, since surplus cooling water is stored in the storage tank 160 to be reused, the fuel gas supply system can minimize the consumption amount of cooling water to be chemically treated.
According to this embodiment, the expansion tank 170 serves to improve the stability of the system by absorbing a volume change due to expansion or contraction of the cooling water, and to apply pressure for circulation of the cooling water. The expansion tank 170 receives cooling water supplied from the storage tank 160 and air discharged from the air discharge tank 140. In the event of an excessive increase in the internal pressure of the expansion tank 170, gas may be discharged from the expansion tank 170 along the gas discharge line L2.
According to this embodiment, expansion tank 170 may be mounted at a distance of about 20 to 25 meters above the engine compartment in which engine E is located. If the installation distance of the expansion tank 170 above the engine compartment exceeds 25 meters, the pressure of the cooling water supplied to the engine E exceeds a predetermined pressure. The installation distance of the expansion tank 170 may vary according to the temperature of the cooling water required for the engine E. Since the pressure reduction of the cooling water may cause the generation of bubbles and the bubble generation pressure varies according to the temperature of the cooling water, the installation distance of the expansion tank 170 is determined according to the temperature of the cooling water required for the engine E to prevent the generation of bubbles in the cooling water.
According to this embodiment, the air discharge tank 140 discharges air obtained from the cooling water delivered from the fresh water generator 120 to the engine E to the expansion tank 170, and serves to mitigate the influence of a rapid volume change due to a temperature change of the fluid. The cooling water delivered from the fresh water generator 120 to the engine E may be delivered to the engine E after being temporarily stored in the air discharge groove 140.
The fuel gas supply system according to this embodiment may further include a first compression unit 410 disposed on a line L50 along which the cooling water discharged from the storage tank 160 is supplied to the expansion tank 170.
The first compression unit 410 according to this embodiment may be operated in association with the first level regulator 310 adapted to regulate the water level of the storage tank 160 and the second level regulator 320 adapted to regulate the water level of the expansion tank 170. That is, according to this embodiment, the first compression unit 410 is operated to deliver the cooling water of the storage tank 160 to the expansion tank 170 when the water level of the storage tank 160 reaches a predetermined value or more or when the water level of the expansion tank 170 reaches a predetermined value or less.
The fuel gas supply system according to this embodiment may further include at least one of: a second compression unit 420 compressing the cooling water discharged from the fresh water generator 120 to supply the compressed cooling water to the engine E; and a first valve 710 disposed on a line L10 along which cooling water is supplied from the engine E to the first heater 110 to prevent the cooling water from flowing back.
According to this embodiment, a plurality of second compression units 420 may be provided to be connected in parallel, and the second compression units 420 may compress cooling water at a pressure of about 3 bar. According to this embodiment, the second compression unit 420 may compress the cooling water to conform to the pressure for circulation of the cooling water and the pressure required by the engine E.
In the structure in which the fuel gas supply system according to this embodiment includes the second compression unit 420, it is desirable that devices disposed on a line along which the cooling water discharged from the engine E is resupplied to the engine E are connected in series with each other in order to allow the cooling water to be circulated using only the pressure from the second compression unit 420 without installing an additional compression member.
According to this embodiment, the first valve 710 prevents the cooling water from flowing back due to a decrease in pressure of the cooling water supplied from the engine E to the first heater 110 when the second compression unit 420 is stopped.
The fuel gas supply system according to this embodiment may further include a second heater 150 that heats the cooling water discharged from the fresh water generator 120 to be supplied to the engine E. According to this embodiment, the second heater 150 heats the cooling water via heat exchange between the steam and the cooling water. The third valve 730 may be disposed on a line along which steam is supplied, and the amount of steam may be adjusted by adjusting the degree of opening of the third valve 730, thereby enabling adjustment of the degree of heating the cooling water.
According to this embodiment, the second heater 150 serves to heat the cooling water to a predetermined temperature or more so that the heated cooling water can be supplied to the engine E in order to prevent low-temperature corrosion of the engine E when the engine E is not operated during the anchoring of the ship. Generally, according to this embodiment, the cooler 130 is not operated during the operation of the second heater 150.
In the structure in which the fuel gas supply system according to this embodiment includes the second heater 150, the fresh water generator 120 can be operated 100% even when the cooling water to be used has a low heat due to a low load of the engine E. Conventionally, when the engine E has a low load, the fresh water generator 120 cannot be operated 100% because 100% operates the fresh water generator 120 so that the temperature of the cooling water supplied to the engine E is too low to prevent the corrosive low temperature of the engine E. However, according to the present invention, even when the engine E has a low load, the cooling water is heated by the second heater 150 to a temperature capable of preventing low-temperature corrosion of the engine E after the fresh water generator 120 is operated at 100%, and the fuel gas supply system can be operated more efficiently.
In the structure in which the fuel gas supply system according to this embodiment includes the second heater 150, the cooling water discharged from the fresh water generator 120 may be divided into two water flows such that some of the cooling water (line L60) is delivered to the second heater 150 and the remaining cooling water (line L62) bypasses the second heater 150. The cooling water (line L62) that has bypassed the second heater 150 may be combined with the cooling water (L60) that has passed through the second heater 150 to be delivered to the engine E, and the fourth valve 740 may be disposed on a line L62 along which the cooling water that has bypassed the second heater 150 flows. According to this embodiment, the amount of cooling water to be delivered to the second heater 150 can be adjusted by adjusting the opening degree of the fourth valve 740, thereby enabling adjustment of the degree of heating of the cooling water by the second heater 150.
In the structure in which the fuel gas supply system according to this embodiment includes all of the cooler 130, the air discharge groove 140, the second compression unit 420, and the second heater 150, the cooler 130 may be disposed downstream of the fresh water generator 120, the air discharge groove 140 may be disposed downstream of the cooler 130, the second compression unit 420 may be disposed downstream of the air discharge groove 140, the second heater 150 may be disposed downstream of the second compression unit 420, and the engine E may be disposed downstream of the second heater 150.
In an embodiment in which the fuel gas supply system further includes at least one of the first three-way valve 810, the second three-way valve 820, the third three-way valve 830, the third valve 730, the first temperature adjustment sensor 210, the second temperature adjustment sensor 220, and the third temperature adjustment sensor 230, the operation of each of the first three-way valve 810, the second three-way valve 820, the third three-way valve 830, the third valve 730, the first temperature adjustment sensor 210, the second temperature adjustment sensor 220, and the third temperature adjustment sensor 230 may be controlled by the control board C.
According to this embodiment, the control board C controls each of the devices via an overall analysis of the operating condition of the system based on the information obtained by each of the devices connected to the control board C and the state of each of the devices.
In the fuel gas supply system according to this embodiment, the pipe (indicated by a double dotted line in fig. 1) through which the cooling water flows may be subjected to a thermal insulation treatment in order to use the heat of the cooling water discharged from the engine E as much as possible without losing the heat.
Fig. 2 is a schematic view of a system for supplying a fuel gas to a ship according to a second embodiment of the present invention.
The fuel gas supply system according to the second embodiment shown in fig. 2 is different from the fuel gas supply system according to the first embodiment shown in fig. 1 in that the fuel gas supply system according to the second embodiment includes the first heater 110 disposed above the expansion tank 170 and also includes the third compression unit 190, and the following description will focus on different features of the fuel gas supply system according to the second embodiment. Detailed descriptions of the same components as those of the fuel gas supply system according to the first embodiment will be omitted.
Referring to fig. 2, the fuel gas supply system according to this embodiment includes a first heater 110, a vaporizer 180, and a fresh water generator 120, as in the first embodiment.
Examples of the engine E that is supplied with fuel by the fuel gas supply system according to this embodiment may include an ME-GI engine, an X-DF engine, a DF engine, and the like that use natural gas as fuel, as in the first embodiment, and the fuel gas supply system according to this embodiment may be applied to other combustion devices that use natural gas as fuel, such as a gas turbine, and the like. The fuel gas supply system according to this embodiment is preferably applied to an ME-GI engine serving as a main propulsion engine, as in the first embodiment. According to this embodiment, the engine E is disposed in the engine compartment, as in the first embodiment.
The first heater 110 according to this embodiment exchanges heat between the cooling water (line L10) discharged from the engine E and the fluid (line L3) serving as the heating medium in the vaporizer 180, as in the first embodiment. That is, as in the first embodiment, the first heater 110 according to this embodiment supplies some of the heat obtained from the cooling water when cooling the engine E to the fluid serving as the heating medium in the vaporizer 180 (line L3), thereby heating the fluid serving as the heating medium in the vaporizer 180 (line L3).
On a line L10 along which the cooling water is supplied from the engine E to the first heater 110, a first temperature adjustment sensor 210 may be disposed to adjust the temperature of the cooling water discharged from the engine E to be supplied to the first heater 110 as in the first embodiment. According to this embodiment, the first temperature adjustment sensor 210 may adjust the temperature of the cooling water discharged from the engine E to about 85 ℃, as in the first embodiment.
According to this embodiment, the temperature of the cooling water discharged from the engine E is adjusted to about 85 ℃, and the temperature of the cooling water supplied to the engine E is changed according to the load of the engine E, as in the first embodiment. That is, in order to prevent the engine E from low-temperature corrosion as the load of the engine E decreases, the temperature of the cooling water supplied to the engine E increases.
According to this embodiment, the vaporizer 180 vaporizes the liquefied natural gas via heat exchange between the heating medium (line L4) heated by the first heater 110 and the liquefied natural gas, as in the first embodiment. That is, the vaporizer 180 uses some of the heat obtained from the cooling water when cooling the engine E to vaporize the liquefied natural gas via the heating medium, as in the first embodiment. The natural gas (line L1) obtained by the vaporizer 180 via vaporization of the liquefied natural gas is supplied to the engine E for use as fuel, as in the first embodiment. The fluid used as the heating medium in the vaporizer 180 may be glycol water, as in the first embodiment.
According to this embodiment, the fresh water generator 120 generates fresh water by heating the seawater using some or all of the heat obtained by the cooling water (line L20) that is discharged from the engine E and that has passed through the first heater 110, as in the first embodiment.
As in the first embodiment, the following equation is established when a indicates the load of the engine E, x indicates the maximum amount of heat transferred to the fluid serving as the heating medium in the vaporizer 180, B indicates the load of the fresh water generator 120, y indicates the maximum amount of heat obtained by the cooling water when cooling the engine E, and z indicates the amount of heat required when the load of the fresh water generator 120 is 100%.
Ax+Bz＝Ay
Thus, the load of the fresh water generator is represented by the following equation: b ═ y-x) a/z, and the heat obtained from the cooling water when cooling the engine E can be appropriately distributed to the evaporator 180 and the fresh water generator 120 by adjusting the load of the fresh water generator 120 according to this equation.
According to this embodiment, the heat obtained from the cooling water when cooling the engine E is first used by the first heater 110, and the remaining heat is used by the fresh water generator 120, as in the first embodiment.
As in the first embodiment, the cooling water (line L10) discharged from the engine E may be divided into two water flows such that some of the cooling water (line L10) is sent to the first heater 110 and the remaining cooling water (line L12) bypasses the first heater 110. The cooling water (line L12) having bypassed the first heater 110 may be combined with the cooling water (line L20) having passed through the first heater 110 to be delivered to the fresh water generator 120, and the first three-way valve 810 may be disposed where the cooling water (line L12) having bypassed the first heater 110 is combined with the cooling water (line L20) having passed through the first heater 110, as in the first embodiment. According to this embodiment, the amount of cooling water to be delivered to the first heater 110 can be adjusted by adjusting the degree of opening of the first three-way valve 810, thereby enabling adjustment of the amount of heat transferred from the cooling water to the first heater 110, as in the first embodiment.
On a line L4 along which the heating medium is sent from the first heater 110 to the vaporizer 180, a temperature sensor (not shown) may be disposed to allow the degree of opening of the first three-way valve 810 to be adjusted according to the temperature thus detected, as in the first embodiment.
In addition, the fuel gas supply system according to this embodiment may be operated to maintain the heating medium flowing along the line L4 at a constant temperature, as in the first embodiment.
A second valve 720 for adjusting the flow rate and the opening degree of the fluid may be disposed on a line L4 along which the heating medium is delivered from the first heater 110 to the vaporizer 180, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include an air separator 330 disposed on a line L20 along which the cooling water discharged from the engine E and having passed through the first heater 110 is delivered to the fresh water generator 120, as in the first embodiment. The air separator 330 according to this embodiment removes air from the cooling water delivered from the first heater 110 to the fresh water generator 120, thereby preventing various devices included in the system according to this embodiment from being out of order, as in the first embodiment.
As in the first embodiment, the cooling water (line L20) discharged from the engine E and having passed through the first heater 110 may be divided into two water flows such that some of the cooling water (line L20) is sent to the fresh water generator 120 and the remaining cooling water (line L22) bypasses the fresh water generator 120. As in the first embodiment, the cooling water (line L22) having bypassed the fresh water generator 120 may be combined with the cooling water (line L30) having passed through the fresh water generator 120 to be delivered to the engine E, and the second three-way valve 820 may be disposed where the cooling water (line L22) having bypassed the fresh water generator 120 is combined with the cooling water (line L30) having passed through the fresh water generator 120. According to this embodiment, the amount of cooling water to be delivered to the fresh water generator 120 can be adjusted by adjusting the degree of opening of the second three-way valve 820, thereby enabling adjustment of the amount of heat transferred from the cooling water to the fresh water generator 120, as in the first embodiment.
On the line L30 along which the cooling water discharged from the fresh water generator 120 is delivered to the engine E, a second temperature adjustment sensor 220 may be disposed to adjust the temperature of the cooling water, as in the first embodiment. According to this embodiment, the preset value of the second temperature adjustment sensor 220 decreases as the load of the engine E increases, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include a cooler 130 that reduces the temperature of the cooling water that is discharged from the engine E and that has passed through the first heater 110 and the fresh water generator 120, as in the first embodiment. When the temperature of the cooling water is not sufficiently lowered even after the cooling water, which obtains heat when cooling the engine E, supplies some of the heat to the first heater 110 and the fresh water generator 120, the cooler 130 according to this embodiment lowers the temperature of the cooling water so as to allow the cooling water to cool the engine E to a predetermined temperature, as in the first embodiment.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the cooling water (line L30) discharged from the fresh water generator 120 may be divided into two water flows such that some of the cooling water (line L30) is sent to the cooler 130 and the remaining cooling water (line L32) bypasses the cooler 130, as in the first embodiment. The cooling water (line L32) having bypassed the cooler 130 may be combined with the cooling water (line L40) having passed through the cooler 130 to be delivered to the engine E, and the third three-way valve 830 may be disposed where the cooling water (line L32) having bypassed the cooler 130 is combined with the cooling water (line L40) having passed through the cooler 130, as in the first embodiment. According to this embodiment, the amount of cooling water to be delivered to the cooler 130 can be adjusted by adjusting the degree of opening of the third three-way valve 830, whereby the degree of cooling of the cooling water by the cooler 130 can be adjusted, as in the first embodiment.
The fuel gas supply system according to this embodiment can reduce the capacity of the cooler 130 and the energy for operating the cooler 130, as in the first embodiment.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the heat obtained from the cooling water when cooling the engine E is used first by the first heater 110 and second by the fresh water generator 120, and the heat remaining after being used by the fresh water generator 120 is cooled by the cooler 130, as in the first embodiment.
In the structure in which the fuel gas supply system according to this embodiment includes the cooler 130, the third temperature adjustment sensor 230 may be disposed on the line L40 to adjust the temperature of the cooling water, which is discharged from the cooler 130, to be delivered to the engine E along the line L40, as in the first embodiment. According to this embodiment, the preset value of the third temperature adjustment sensor 230 decreases as the load of the engine E increases, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include at least one of a storage tank 160, an expansion tank 170, and an air discharge tank 140.
The storage tank 160 according to this embodiment stores cooling water that is not delivered to the first heater 110 among the cooling water used to cool the engine E, and some of the cooling water stored in the storage tank 160 may be delivered to the expansion tank 170 (line L50), as in the first embodiment. According to this embodiment, the fuel gas supply system can minimize the consumption amount of the cooling water to be chemically treated, as in the first embodiment.
According to this embodiment, the expansion tank 170 serves to improve the stability of the system by absorbing a volume change due to expansion or contraction of the cooling water, and to apply pressure for circulation of the cooling water, as in the first embodiment. The expansion tank 170 receives the cooling water supplied from the storage tank 160 and the air discharged from the air discharge tank 140, as in the first embodiment. In the event of excessive increase in the internal pressure of the expansion tank 170, gas can be discharged from the expansion tank 170 along the gas discharge line L2, as in the first embodiment.
According to this embodiment, expansion tank 170 may be mounted at a distance of about 20 to 25 meters above the engine compartment in which engine E is located, as in the first embodiment.
Unlike the first embodiment, the fuel gas supply system according to this embodiment may further include a third compression unit 190 disposed on a line along which the cooling water discharged from the engine E is supplied to the first heater 110. The third compression unit 190 according to this embodiment is provided to a structure in which the first heater 110 is installed at a high height that hinders the cooling water from being efficiently supplied to the first heater 110, and particularly, to a structure in which the second compression unit 420 provides a pressure insufficient to supply the cooling water to the first heater 110.
The air discharge groove 140 according to this embodiment discharges air obtained from the cooling water delivered from the fresh water generator 120 to the engine E to the expansion groove 170, and serves to mitigate the influence of a rapid volume change due to a temperature change of the fluid, as in the first embodiment. The cooling water delivered from the fresh water generator 120 to the engine E may be delivered to the engine E after being temporarily stored in the air discharge groove 140, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include a first compression unit 410 disposed on a line L50 along which the cooling water discharged from the storage tank 160 is supplied to the expansion tank 170, as in the first embodiment.
The first compression unit 410 according to this embodiment may be operated in association with the first level regulator 310 adapted to regulate the water level of the storage tank 160 and the second level regulator 320 adapted to regulate the water level of the expansion tank 170, as in the first embodiment. That is, according to this embodiment, the first compression unit 410 is operated to deliver the cooling water of the storage tank 160 to the expansion tank 170 when the water level of the storage tank 160 reaches a predetermined value or more or when the water level of the expansion tank 170 reaches a predetermined value or less, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include at least one of: a second compression unit 420 compressing the cooling water discharged from the fresh water generator 120 to supply the compressed cooling water to the engine E; and a first valve 710 disposed on a line L10 along which cooling water is supplied from the engine E to the first heater 110 to prevent the backflow of the cooling water, as in the first embodiment.
According to this embodiment, a plurality of second compression units 420 may be provided to be connected in parallel, and the second compression units 420 may compress cooling water at a pressure of about 3 bar, as in the first embodiment. According to this embodiment, the second compression unit 420 may compress the cooling water to conform to the pressure for circulation of the cooling water and the pressure required by the engine E, as in the first embodiment.
In the structure in which the fuel gas supply system according to this embodiment includes the second compression unit 420, it is desirable that devices disposed on a line along which the cooling water discharged from the engine E is resupplied to the engine E are connected in series with each other in order to allow the cooling water to be circulated using only the pressure from the second compression unit 420 without installing an additional compression member, as in the first embodiment.
According to this embodiment, the first valve 710 prevents the cooling water from flowing back due to the pressure reduction of the cooling water supplied from the engine E to the first heater 110 when the second compression unit 420 is stopped, as in the first embodiment.
The fuel gas supply system according to this embodiment may further include a second heater 150 that heats the cooling water discharged from the fresh water generator 120 to be supplied to the engine E, as in the first embodiment. According to this embodiment, the second heater 150 heats the cooling water via heat exchange between the steam and the cooling water, as in the first embodiment. The third valve 730 may be disposed on a line along which steam is supplied, and the amount of steam may be adjusted by adjusting the degree of opening of the third valve 730, thereby enabling adjustment of the degree of heating the cooling water, as in the first embodiment.
According to this embodiment, the second heater 150 serves to heat the cooling water to a predetermined temperature or more so that the heated cooling water can be supplied to the engine E to prevent low-temperature corrosion of the engine E when the engine E is not operated during anchoring of the ship, as in the first embodiment. Generally, according to this embodiment, the cooler 130 is not operated during the operation of the second heater 150.
In the structure in which the fuel gas supply system according to this embodiment includes the second heater 150, the fresh water generator 120 can be operated 100% even when the cooling water to be used has a low heat due to a low load of the engine E, as in the first embodiment. According to the present invention, even when the engine E has a low load, the cooling water is heated by the second heater 150 to a temperature capable of preventing low-temperature corrosion of the engine E after the fresh water generator 120 is operated at 100%, and the fuel gas supply system can be operated more efficiently, as in the first embodiment.
In the structure in which the fuel gas supply system according to this embodiment includes the second heater 150, the cooling water discharged from the fresh water generator 120 may be divided into two water flows such that some of the cooling water (line L60) is sent to the second heater 150 and the remaining cooling water (line L62) bypasses the second heater 150, as in the first embodiment. The cooling water (line L62) having bypassed the second heater 150 may be combined with the cooling water (line L60) having passed through the second heater 150 to be delivered to the engine E, and the fourth valve 740 may be disposed on the line L62, along which line L62 the cooling water having bypassed the second heater 150 flows, as in the first embodiment. According to this embodiment, the amount of cooling water to be delivered to the second heater 150 can be adjusted by adjusting the opening degree of the fourth valve 740, whereby the degree of heating of the cooling water by the second heater 150 can be adjusted, as in the first embodiment.
Unlike the first embodiment, in the structure in which the fuel gas supply system according to this embodiment includes the expansion tank 170, the first heater 110 is installed at a higher position than the expansion tank 170. Generally, in the actual arrangement of the components of the fuel gas supply system according to this embodiment of the marine vessel, it is difficult to install the first heater 110 in the engine compartment, and the first heater must be disposed at a higher position than the expansion tank 170.
Further, in the structure in which the fuel gas supply system according to this embodiment includes the expansion tank 170 and the first three-way valve 810, the first three-way valve 810 may be placed at a lower position than the expansion tank 170.
According to this embodiment, when the second compression unit 420 is stopped, the valve portion (the upper side valve portion in fig. 2) of the first three-way valve 810 leading to the first heater 110 may be closed, and the valve portions (the left side valve portion and the lower side valve portion in fig. 2) of the leading line L12 of the first three-way valve 810 and the fresh water generator 120 may be kept open.
According to this embodiment, when the valve portion (the upper side valve portion in fig. 2) of the first three-way valve 810 leading to the first heater 110 is closed, even when the pressure for circulation of the cooling water is lowered by stopping the second compression unit 420, it is possible to prevent the cooling water and the pressure loss in the pipe (the line L20) between the first heater 110 and the first three-way valve 810 disposed at a position lower than the expansion tank 170.
In addition, while the pilot line L12 of the first three-way valve 810 and the valve portions (the left-side valve portion and the lower-side valve portion in fig. 2) of the fresh water generator 120 remain open, the first valve 710 may prevent the cooling water from flowing back to the engine E (in the structure in which the fuel gas supply system according to this embodiment includes the third compression unit 190, the cooling water from flowing back toward the third compression unit 190) even when the second compression unit 420 is stopped to allow the cooling water supplied from the engine E to flow back to the first heater 110, and deliver the cooling water flowing back from the first heater 110 to the fresh water generator 120 via the line L12 and the first three-way valve 810.
If the first three-way valve 810 is placed at a higher position than the expansion tank 170, even when the valve portion (the upper side valve portion in fig. 2) of the first three-way valve 810 leading to the first heater 110 is closed, the failure of the second compression unit 420 may cause the pressure to be lowered close to the vapor pressure and bubbles to be generated in the cooling water due to the generation of vacuum in the pipe, thereby having an adverse effect on the hardness of the pipe. In addition, the pressure or flow rate of the cooling Water may be rapidly reduced, and a Water hammer (Water Hammering) phenomenon may be generated.
If the first heater 110 may be disposed lower than the expansion tank 170, there is no concern about vacuum generation in the pipe (line L20) between the first heater 110 and the first three-way valve 810 even when the second compression unit 420 fails. However, in the structure in which the first heater is inevitably disposed above the expansion tank in the ship, the first three-way valve 810 is disposed lower than the expansion tank to prevent a vacuum from being generated in the pipe (line L20) between the first heater 110 and the first three-way valve 810 when the second compression unit 420 fails.
Therefore, the fuel gas supply system according to this embodiment can prevent a Water hammer (Water Hammering) phenomenon and device failure due to backflow of cooling Water.
In the structure in which the fuel gas supply system according to this embodiment includes all of the cooler 130, the air discharge groove 140, the second compression unit 420, and the second heater 150, the cooler 130 may be disposed downstream of the fresh water generator 120, the air discharge groove 140 may be disposed downstream of the cooler 130, the second compression unit 420 may be disposed downstream of the air discharge groove 140, the second heater 150 may be disposed downstream of the second compression unit 420, and the engine E may be disposed downstream of the second heater 150, as in the first embodiment.
In an embodiment in which the fuel gas supply system further includes at least one of the first three-way valve 810, the second three-way valve 820, the third three-way valve 830, the third valve 730, the first temperature adjustment sensor 210, the second temperature adjustment sensor 220, and the third temperature adjustment sensor 230, the operation of each of the first three-way valve 810, the second three-way valve 820, the third three-way valve 830, the third valve 730, the first temperature adjustment sensor 210, the second temperature adjustment sensor 220, and the third temperature adjustment sensor 230 may be controlled by the control board C, as in the first embodiment.
According to this embodiment, the control board C controls each of the devices connected to the control board C via an overall analysis of the operating condition of the system based on the information obtained by each of the devices and the state of each of the devices, as in the first embodiment.
Specifically, according to this embodiment, the algorithm of the fuel gas supply system is established to close the valve portion (the upper side valve portion in fig. 2) of the first three-way valve 810 leading to the first heater 110 when the second compression unit 420 is stopped, whereby it is possible to automatically cope with a failure or the like of the second compression unit 420 via the control board C.
In the fuel gas supply system according to this embodiment, the pipe (indicated by a double dotted line in fig. 1) through which the cooling water flows may be subjected to a thermal insulation treatment in order to use the heat of the cooling water discharged from the engine E as much as possible without losing the heat.
It will be apparent to those skilled in the art that the present invention is not limited to the embodiments described above and that various modifications, changes, alterations, and equivalent embodiments can be made without departing from the spirit and scope of the invention.

Claims (24)

1. A system for supplying fuel gas to a marine vessel, comprising:
a vaporizer vaporizing liquefied natural gas to supply the liquefied natural gas to an engine;
a first heater that heats a fluid used as a heating medium in the vaporizer via heat exchange between cooling water discharged from the engine after cooling the engine and the heating medium;
a fresh water generator that generates fresh water by heating seawater with some or all of a heat source of the cooling water that has passed through the first heater after being discharged from the engine, and
wherein the vaporizer vaporizes the liquefied natural gas by heat exchange between the heating medium heated by the first heater and the liquefied natural gas,
wherein the engine is disposed in an engine compartment, and an expansion tank is disposed above the engine compartment, the expansion tank being at a height above the engine compartment such that a pressure of the cooling water is maintained in the cooling water without generating bubbles according to a temperature required for the engine,
wherein the fresh water generator has a load represented by the following equation: b = (y-x) a/z, where a indicates a load of the engine, x indicates a maximum amount of heat transferred to the fluid used as the heating medium in the vaporizer, B indicates a load of the fresh water generator, y indicates a maximum amount of heat obtained by the cooling water when cooling the engine, and z indicates an amount of heat required when the load of the fresh water generator is 100%,
the heat source obtained from the cooling water when cooling the engine is used firstly by the first heater and secondly by the fresh water generator, and the load of the fresh water generator is determined by the amount of heat remaining after the first heater is used,
wherein the load of the fresh water generator is adjusted according to equation B = (y-x) a/z such that the cooling water cools the engine and distributes the heat to the vaporizer and the fresh water generator.
2. The system for supplying a fuel gas to a marine vessel according to claim 1, wherein the expansion tank is disposed at a distance of 20 to 25 meters above the engine compartment.
3. The system for supplying a fuel gas for a marine vessel according to claim 1, wherein the first heater is disposed at a higher position than the expansion tank.
4. The system for supplying a fuel gas for a marine vessel according to claim 1, further comprising: a second heater heating the cooling water discharged from the fresh water generator to be supplied to the engine.
5. The system for supplying a fuel gas for a marine vessel according to claim 1, wherein the cooling water discharged from the engine is divided into two water flows such that some of the cooling water is supplied to the first heater and the remaining cooling water bypasses the first heater,
the system further comprises:
a first three-way valve disposed where the cooling water having bypassed the first heater is combined with the cooling water having passed through the first heater.
6. The system for supplying a fuel gas for a marine vessel according to claim 5, wherein the first three-way valve is disposed at a lower position than the expansion tank.
7. The system for supplying a fuel gas for a marine vessel according to claim 1, further comprising: a cooler that cools the cooling water that has passed through the first heater and the fresh water generator after being discharged from the engine.
8. The system for supplying a fuel gas for a marine vessel according to claim 7, further comprising:
a third temperature adjustment sensor disposed on a line along which the cooling water discharged from the cooler is supplied to the engine, thereby adjusting a temperature of the cooling water,
wherein the preset value of the third temperature adjustment sensor decreases as the load of the engine increases.
9. The system for supplying a fuel gas to a marine vessel according to claim 7, wherein the cooler is utilized to cool heat remaining after use by the fresh water generator.
10. The system for supplying a fuel gas for a marine vessel according to claim 2, further comprising: a storage tank storing remaining cooling water that is not delivered to the first heater among the cooling water for cooling the engine.
11. The system for supplying a fuel gas for a marine vessel according to claim 10, further comprising:
a first compression unit disposed on a line along which the cooling water discharged from the storage tank is supplied to the expansion tank,
operating the first compression unit when the liquid level of the storage tank reaches or is greater than a predetermined value or when the liquid level of the expansion tank reaches or is less than a predetermined value.
12. The system for supplying a fuel gas for a marine vessel according to claim 1, further comprising: a second compression unit compressing the cooling water discharged from the fresh water generator to supply the compressed cooling water to the engine.
13. The system for supplying a fuel gas to a marine vessel according to claim 12, further comprising: a first valve preventing the cooling water supplied from the engine to the first heater from flowing back when the second compression unit is stopped.
14. The system for supplying a fuel gas to a marine vessel according to claim 12, wherein the vaporizer, the first heater, the fresh water generator, and the second compression unit are connected in series with one another to allow the cooling water to be circulated only by the second compression unit.
15. The system for supplying a fuel gas for a marine vessel according to any one of claims 1 to 14, further comprising: a third compression unit disposed on a line along which the cooling water discharged from the engine is supplied to the first heater.
16. The system for supplying a fuel gas for a marine vessel according to any one of claims 1 to 14, further comprising:
at least one first temperature adjustment sensor disposed on a line along which the cooling water discharged from the engine is supplied to the first heater to maintain the cooling water at a constant temperature; and a second temperature adjustment sensor disposed on a line along which the cooling water discharged from the fresh water generator is supplied to the engine to adjust a temperature of the cooling water,
wherein the preset value of the second temperature adjustment sensor decreases as the load of the engine increases.
17. The system for supplying a fuel gas for a marine vessel according to any one of claims 1 to 14, further comprising: an air separator disposed on a line along which the cooling water discharged from the engine and having passed through the first heater is supplied to the fresh water generator, thereby removing air from the cooling water.
18. The system for supplying a fuel gas for a marine vessel according to any one of claims 1 to 14, further comprising: an air discharge groove that discharges air in the cooling water delivered from the fresh water generator to the engine.
19. The system for supplying a fuel gas for a ship according to any one of claims 1 to 14, wherein a part or all of a pipe through which cooling water flows is subjected to a heat insulating treatment.
20. A method of supplying fuel gas to a marine vessel, comprising:
step 1 of heating a heating medium with a first heater via heat exchange between cooling water discharged from an engine after cooling the engine and the heating medium;
a step 2 of vaporizing the liquefied natural gas via heat exchange between the heating medium heated by the heat exchange in the step 1 and the liquefied natural gas;
step 3, supplying the natural gas vaporized in step 2 to the engine;
step 4 of generating fresh water by heating seawater using some or all of heat sources obtained from the cooling water used for heat exchange of the heating medium in step 1 with a fresh water generator; and
step 5 of compressing the cooling water discharged from the fresh water generator using a second compression unit to supply the compressed cooling water to the engine,
wherein the cooling water discharged from the engine is divided into two water flows such that some of the cooling water is supplied to the first heater and the remaining cooling water bypasses the first heater, and a first three-way valve is capable of being disposed where the cooling water that has bypassed the first heater is combined with the cooling water that has passed through the first heater,
wherein the first three-way valve is disposed at a position lower than an expansion tank, wherein a valve portion of the first three-way valve leading to the first heater is closed when the second compression unit is stopped, and the first three-way valve wherein a valve portion leading to the fresh water generator and leading to a line bypassing the cooling water around the first heater is kept open, so that loss of the cooling water and pressure loss within a pipe between the first heater and the first three-way valve can be avoided when pressure for circulation of the cooling water is lowered by stopping the second compression unit.
21. The method of supplying a fuel gas for a marine vessel according to claim 20, further comprising: and 5, heating the cooling water used in the fresh water generator in the step 4.
22. The method for supplying a fuel gas for a marine vessel according to claim 21, wherein in step 5, the cooling water is heated to or above a temperature capable of preventing low-temperature corrosion of the engine when the engine is not operated.
23. The method for supplying a fuel gas for a marine vessel according to claim 21, wherein, in step 5, when it is determined that the temperature of the cooling water is reduced to below a temperature capable of preventing low-temperature corrosion of the engine after 100% operation of the fresh water generator in step 4, the cooling water is heated to or above the temperature capable of preventing low-temperature corrosion of the engine after 100% operation of the fresh water generator.
24. The method for supplying a fuel gas for a marine vessel according to claim 20, wherein an algorithm is established to allow the valve portion of the first three-way valve leading to the first heater to be automatically closed by a control board when the second compression unit is stopped.
CN201780061379.9A 2016-10-05 2017-09-26 System and method for supplying fuel gas to ship Active CN109863081B (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
KR10-2016-0128368 2016-10-05
KR1020160128368A KR101876973B1 (en) 2016-10-05 2016-10-05 Fuel Gas Supply System and Method for Vessel
KR1020160128367A KR101876972B1 (en) 2016-10-05 2016-10-05 Fuel Gas Supply System and Method for Vessel
KR10-2016-0128367 2016-10-05
PCT/KR2017/010597 WO2018066860A1 (en) 2016-10-05 2017-09-26 System and method for supplying fuel gas for ship

Publications (2)

Publication Number Publication Date
CN109863081A CN109863081A (en) 2019-06-07
CN109863081B true CN109863081B (en) 2021-11-23

Family

ID=61832184

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201780061379.9A Active CN109863081B (en) 2016-10-05 2017-09-26 System and method for supplying fuel gas to ship

Country Status (4)

Country Link
JP (1) JP7048589B2 (en)
CN (1) CN109863081B (en)
SG (1) SG11201902807UA (en)
WO (1) WO2018066860A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110748439B (en) * 2019-10-16 2022-01-11 大连船舶重工集团有限公司 Low-pressure gas supply system capable of efficiently utilizing cold energy of LNG (liquefied natural gas) fuel
JP7288842B2 (en) * 2019-11-26 2023-06-08 三菱重工マリンマシナリ株式会社 Cold heat recovery system, ship with cold heat recovery system, and cold heat recovery method
JP2023015869A (en) * 2021-07-20 2023-02-01 三菱造船株式会社 Ammonia fuel supply facility, and ammonia fuel supply method

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0979036A (en) * 1995-09-08 1997-03-25 Hitachi Zosen Corp Cooling operation method and cooling equipment in marine vessel
JP2004082866A (en) * 2002-08-27 2004-03-18 Mitsubishi Heavy Ind Ltd Cooling water circulating device
US6733352B1 (en) * 2003-05-09 2004-05-11 Brunswick Corporation Electronically controlled cooling system for a marine propulsion engine
CN101918749A (en) * 2007-11-30 2010-12-15 瓦锡兰芬兰有限公司 Floating LNG storage and re-gasification unit and method for re-gasification of LNG on said unit
JP2013180625A (en) * 2012-02-29 2013-09-12 Mitsubishi Heavy Ind Ltd Exhaust heat recovery type ship propulsion device, and operation method therefor
KR20130123967A (en) * 2012-05-04 2013-11-13 대우조선해양 주식회사 Generator engine preheating system for a ship
CN103511127A (en) * 2012-06-25 2014-01-15 U&S株式会社 Liquefied natural gas fuel supply system for ship engines
KR20150005344A (en) * 2013-07-05 2015-01-14 현대중공업 주식회사 Cooling water system of engine
KR20150115232A (en) * 2014-04-03 2015-10-14 대우조선해양 주식회사 System and method for supplying fuel gas using a waste heat of engine cooling water

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6544929B2 (en) 2015-01-09 2019-07-17 大阪瓦斯株式会社 LNG fueled ship

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0979036A (en) * 1995-09-08 1997-03-25 Hitachi Zosen Corp Cooling operation method and cooling equipment in marine vessel
JP2004082866A (en) * 2002-08-27 2004-03-18 Mitsubishi Heavy Ind Ltd Cooling water circulating device
US6733352B1 (en) * 2003-05-09 2004-05-11 Brunswick Corporation Electronically controlled cooling system for a marine propulsion engine
CN101918749A (en) * 2007-11-30 2010-12-15 瓦锡兰芬兰有限公司 Floating LNG storage and re-gasification unit and method for re-gasification of LNG on said unit
JP2013180625A (en) * 2012-02-29 2013-09-12 Mitsubishi Heavy Ind Ltd Exhaust heat recovery type ship propulsion device, and operation method therefor
KR20130123967A (en) * 2012-05-04 2013-11-13 대우조선해양 주식회사 Generator engine preheating system for a ship
CN103511127A (en) * 2012-06-25 2014-01-15 U&S株式会社 Liquefied natural gas fuel supply system for ship engines
KR20150005344A (en) * 2013-07-05 2015-01-14 현대중공업 주식회사 Cooling water system of engine
KR20150115232A (en) * 2014-04-03 2015-10-14 대우조선해양 주식회사 System and method for supplying fuel gas using a waste heat of engine cooling water

Also Published As

Publication number Publication date
JP2019531966A (en) 2019-11-07
CN109863081A (en) 2019-06-07
WO2018066860A1 (en) 2018-04-12
JP7048589B2 (en) 2022-04-05
SG11201902807UA (en) 2019-05-30

Similar Documents

Publication Publication Date Title
KR101219365B1 (en) LNG Regasification Facility and Method in the Vessel
KR101342733B1 (en) A Treatment System and Method of Liquefied Gas
CN109863081B (en) System and method for supplying fuel gas to ship
KR101229620B1 (en) Liquefied Natural Gas Supply System for Marine Vessel or Offshore Plant
KR20100021774A (en) Apparatus and method for supplying fuel gas in ships, floating vessels or floating facilities
KR101751331B1 (en) Fuel gas supplying system in ships
KR102370604B1 (en) Fuel gas supply system and method for vessel
KR20130061798A (en) Fuel gas supply system of lng carrier
KR20150088115A (en) Fuel cell system
KR101732554B1 (en) Fuel gas supplying system in ships
KR20120123783A (en) Lng fuel supply system for vessel engine
WO2018163717A1 (en) Liquefied gas fuel supply system
KR20190031081A (en) Regasification System of liquefied Gas and Ship Having the Same
KR101876973B1 (en) Fuel Gas Supply System and Method for Vessel
KR101280185B1 (en) Fuel gas supply system of the direct heat exchange form using boiler steam
KR102113919B1 (en) Regasification System of liquefied Gas and Ship Having the Same
KR101960607B1 (en) Regasification System of liquefied Gas and Ship Having the Same
CN110167837B (en) Fuel gas supply system
KR20190124000A (en) Regasification System of liquefied Gas and Ship Having the Same
KR101732551B1 (en) Fuel gas supplying system in ships
KR101876972B1 (en) Fuel Gas Supply System and Method for Vessel
KR102113790B1 (en) A Regasification System Of Gas and Vessel having same
KR20190031079A (en) Regasification System of liquefied Gas and Ship Having the Same
KR101280216B1 (en) Fuel gas supply system of the direct heat exchange form using boiler steam
KR20220039985A (en) Regasification System of liquefied Gas and Ship Having the Same

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant
CP03 Change of name, title or address

Address after: 3370 Juti Road, Juji City, Gyeongsangnam do, South Korea

Patentee after: Hanhua Ocean Co.,Ltd.

Address before: 3370 Juti Road, Juji City, Gyeongsangnam do, South Korea (postal code 53302)

Patentee before: DAEWOO SHIPBUILDING & MARINE ENGINEERING Co.,Ltd.

CP03 Change of name, title or address