JP2015147508A - Liquefied gas supply device of ship propulsion gas fuel engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a liquefied gas supply device for a ship, capable of gasifying LNG, supplying the liquefied LNG to a gas fuel engine, and being stably operated.SOLUTION: A liquefied gas supply device comprises: a liquefied gas storage tank 101; a tank boosting vaporizer 107; a supply vaporizer 102; a circulation circuit 200 which is provided with a heater 307, and an equipped pump 301, and circulates cooling water between both the vaporizers and an engine; a cooling bypass passage 201 which is equipped with a cooler 308 and is provided on the circuit; and an electric pump 302 which is provided on a bypass passage 202 bypassing the equipped pump, and transfers the cooling water in circulation during stop of the equipped pump. The inside of the tank is maintained at a predetermined pressure and LNG is exactly supplied to the supply vaporizer, and gas fuel can be exactly generated by effectively utilizing heat of the cooling water. A sufficient amount of gas can be supplied to the engine in response to a high-load operation.

Description

  The present invention relates to a liquefied gas supply apparatus that can efficiently and safely supply fuel gas generated from liquefied gas to a marine propulsion gas fuel engine (dual fuel engine and gas combustion engine).

  Patent Document 1 discloses an invention of a floating LNG storage and regasification unit. The floating LNG storage and regasification unit according to the present invention includes an LNG storage tank 2, a power unit 3, and a vaporization unit 5, and the power unit 3 is configured to generate heat for the vaporization unit. ing. The power unit 3 includes a number of heat sources connected to a single heating circuit 4. In order to increase the overall efficiency of the unit, a single heating circuit is connected directly or indirectly to the vaporization unit 5. Specifically, this floating LNG storage and regasification unit is usually a permanently moored base and is in the form of a marine vessel without propulsion means.

  Patent Document 2 discloses an invention of a method and apparatus for regasifying liquefied natural gas on a liquefied natural gas carrier having no steam propulsion equipment. The regasification system according to the present invention normally uses a propeller shaft of a ship and a diesel engine that drives the propeller or a gas turbine propulsion facility as a heat source of the regasification system. The regasification system includes a heat input source composed of an exhaust gas heat exchanger, an electric water heater, and an auxiliary heater, and can supply heat to the hot water circulation loop. The liquefied natural gas contacts the hot water circulation loop or the heating medium circulation loop and is regasified. From the ship, the regasified natural gas is transported to the onshore facility through the subsea conduit.

Special table 2011-504991 gazette Japanese Patent No. 4261582

  The inventions described in Patent Documents 1 and 2 both attempt to gasify liquefied natural gas by using a ship engine as a heat source when the ship is stopped or moored. According to these techniques, the engine of the ship is only used as a heat source for gasifying the liquefied natural gas, and the operation is controlled as a means for obtaining a thrust during the navigation of the ship. Not really. For this reason, in these inventions, there is no consideration about the complicated operation control required for navigation including the heating of the cooling water required when starting the engine and the cooling water required for operation. Therefore, in a ship driven by a gas fuel engine, even if an attempt is made to gasify liquefied natural gas and supply it to the gas fuel engine during navigation, the liquefied natural gas is gasified and supplied to the gas fuel engine. As a result, there is a problem that it is difficult to operate the gas fuel engine in a stable state suitable for marine navigation.

  The present invention has been made in order to solve the problems in the prior art described above, and liquefied gas mounted as fuel can be efficiently and safely gasified and stably used as a gas fuel engine for ship propulsion. An object of the present invention is to provide a liquefied gas supply device for a ship propulsion gas fuel engine that can be supplied and can operate the gas fuel engine in a stable state suitable for navigation of the ship.

  Means for solving the problems will be described based on the description of each claim of the present invention. In the description of the means for solving the problem, the reference numerals indicating the respective components are used for convenience in the “Best Mode for Carrying Out the Invention”, but this is the technical scope of the present invention. It is not meant to be limited to. The use of reference signs in the “effects” described later in this section has the same meaning.

The liquefied gas supply device for a ship propulsion gas fuel engine according to claim 1 is:
A liquefied gas storage tank 101;
A tank booster vaporizer 107 for boosting the inside of the liquefied gas storage tank 101;
A supply vaporizer 102 that vaporizes the liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106;
A heater 307 and a machine-equipped pump 301 driven by the rotation of the gas fuel engine 106 are interposed, and engine cooling water from the gas fuel engine 106 is parallel to the tank booster vaporizer 107 and the supply vaporizer 102 or An engine coolant circulation path 200 that is passed in series and returned to the gas fuel engine 106;
A cooling bypass passage 207 for engine cooling water provided in the engine cooling water circulation path 200 with a cooler 308 using seawater as a refrigerant;
Provided in a bypass path that bypasses the machine-equipped pump 301 or other bypass path of the engine cooling water circulation path 200 except the cooling bypass path 201, and bypasses the machine-equipped pump 301 while the machine-equipped pump 301 is stopped. An electric pump that circulates and transfers engine cooling water,
It is characterized by having.

  In the configuration of the invention according to claim 1, the position where the heater 307 and the machine-equipped pump 301 driven by the rotation of the gas fuel engine 106 are provided in the engine cooling water circulation path 200 is the tank booster carburetor 107 and the It may be upstream or downstream of the supply vaporizer 102.

  In the configuration of the invention according to claim 1, the heater 307 is preferably provided on the upstream side of the tank booster carburetor 107 and the supply carburetor 102 in the engine coolant circulation circuit 200. This is because, compared to the case where the heater 307 is provided on the downstream side of the carburetors 107 and 102, higher temperature engine cooling water is supplied to the tank booster carburetor 107 and the supply vaporization before the gas fuel engine 106 is started. This is because the amount of LNG vaporized by the vaporizers 107 and 102 can be increased.

  In the configuration of the invention according to claim 1, the machine-equipped pump 301 is provided on the downstream side of the tank booster carburetor 107 and the supply carburetor 102 of the engine cooling water circulation path 200, that is, on the upstream side of the gas fuel engine 106. Is preferred. This is because if installed on the downstream side of the gas fuel engine 106, the machine-equipped pump 301 is likely to cause cavitation due to pressure loss in the engine cooling water passage in the gas fuel engine 106, but it is possible to reliably avoid such inconvenience. It is because it can do.

  In the configuration of the invention according to claim 1, the electric pump 302 is disposed in any bypass path (excluding the cooling bypass path 201) so as not to disturb the circulation of the engine cooling water by the machine-equipped pump 301 during stoppage. It must be. Therefore, for example, the electric pump 302 may be provided in a bypass path provided in the engine cooling water circulation path 200 so as to bypass the machine-equipped pump 301, and in addition, any position of the engine cooling water circulation path 200 may be provided. The electric pump 302 may be provided in another bypass path provided in the above. Thereby, the electric pump 302 can be operated while the machine-equipped pump 301 is stopped, and can be operated in parallel while the machine-equipped pump 301 is in operation, if necessary.

A liquefied gas supply device for a ship propulsion gas fuel engine according to claim 2 is provided.
A liquefied gas storage tank 101;
A tank booster vaporizer 107 for boosting the inside of the liquefied gas storage tank 101;
A supply carburetor 102 that vaporizes liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106;
An engine-equipped pump 301 driven by the rotation of the gas fuel engine 106 is interposed, and engine cooling water from the gas fuel engine 106 is passed in parallel or in series to the tank booster vaporizer 107 and the supply vaporizer 102. An engine coolant circulation path 200 that is returned to the gas fuel engine 106;
A cooling bypass passage 201 for engine cooling water provided in the engine cooling water circulation path 200 with a cooler 308 using seawater as a refrigerant;
An engine cooling water heating bypass passage 203 provided in the engine cooling water circulation passage 200 with a heater 307 interposed therebetween;
It is provided in a bypass path that bypasses the machine-equipped pump 301 or another bypass path of the engine cooling water circulation path 200 except the cooling bypass path 201, and bypasses the machine-equipped pump 301 while the machine-equipped pump 301 is stopped. An electric pump 302 that circulates and transfers engine cooling water;
It is characterized by having.

  In the configuration of the invention according to claim 2, the “bypass path bypassing the machine-equipped pump 301” may simply be a bypass path bypassing only the machine-equipped pump 301, or the heating bypass path 203 may be a machine bypass. When it is set as the structure which bypasses the attachment pump 301 and merges with the said engine cooling water circulation path 200, the heating bypass path 203 which bypasses the machine-equipped pump 301 may be sufficient.

  In the configuration of the invention according to claim 2, the electric pump 302 is disposed in any bypass path (excluding the cooling bypass path 201) so as not to disturb the circulation of the engine cooling water by the machine-equipped pump 301 during stoppage. It must be. Therefore, it is preferable to provide the electric pump 302 in the bypass path that simply bypasses only the machine-equipped pump 301 or the heating bypass path 203 that bypasses the machine-equipped pump 301 and is provided in the engine coolant circulation path 200. However, the engine coolant circulation path 200 may be provided with another bypass path separately from these, and the electric pump 302 may be provided in the other bypass path.

The liquefied gas supply device for a marine propulsion gas fuel engine described in claim 3 is:
A liquefied gas storage tank 101;
A tank boosting vaporizer 107 for boosting the inside of the liquefied storage tank;
A supply carburetor 102 that vaporizes liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106;
An engine-equipped pump 301 driven by the rotation of the gas fuel engine 106 is interposed, and engine cooling water from the gas fuel engine 106 is passed in parallel or in series to the tank booster vaporizer 107 and the supply vaporizer 102. An engine cooling water circulation path 200 returning to the gas fuel engine 106,
A cooling bypass passage 201 for engine cooling water via a cooler 308 using seawater as a refrigerant and a heating bypass passage 203 for engine cooling water via a heater 307 are connected to the tank booster vaporizer 107 of the engine cooling water circulation passage 200. Provided downstream of the supply vaporizer 102;
An electric pump 302 that circulates and transfers engine cooling water while the machine-equipped pump 301 is stopped includes a bypass path 202 that bypasses the machine-equipped pump 301 (including a heating bypass path 203 that bypasses the machine-equipped pump 301) or the It is characterized in that it is provided in another bypass path (including the heating bypass path 203 that does not bypass the machine-equipped pump 301) except for the cooling bypass path 201.

The liquefied gas supply device for a ship propulsion gas fuel engine described in claim 4 is:
A liquefied gas storage tank 101;
A tank boosting vaporizer 107 for boosting the inside of the liquefied storage tank;
A supply carburetor 102 that vaporizes liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106;
An engine-equipped pump 301 driven by the rotation of the gas fuel engine 106 is interposed, and engine cooling water from the gas fuel engine 106 is passed in parallel or in series to the tank booster vaporizer 107 and the supply vaporizer 102. An engine cooling water circulation path 200 returning to the gas fuel engine 106,
A cooling bypass passage 201 for engine cooling water via a cooler 308 using seawater as a refrigerant and a heating bypass passage 203 for engine cooling water via a heater 307 are connected to the tank boost vaporizer 107 of the engine cooling water circulation passage 200. Provided upstream of the supply vaporizer 102;
An electric pump 302 that circulates and transfers engine cooling water while the machine-equipped pump 301 is stopped is a bypass path 202 that bypasses the machine-equipped pump 301 (the heating bypass path that is used to bypass the machine-equipped pump 301. 203) or other bypass passages (including the heating bypass passage 203) of the engine cooling water circulation passage 200 excluding the cooling bypass passage 201.

The liquefied gas supply device for a ship propulsion gas fuel engine according to claim 5 is:
A liquefied gas storage tank 101;
A tank boosting vaporizer 107 for boosting the inside of the liquefied storage tank;
A supply carburetor 102 that vaporizes liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106;
An engine-equipped pump 301 driven by the rotation of the gas fuel engine 106 is interposed, and engine cooling water from the gas fuel engine 106 is passed in parallel or in series to the tank booster vaporizer 107 and the supply vaporizer 102. An engine cooling water circulation path 200 returning to the gas fuel engine 106,
A cooling bypass passage 201 for engine cooling water interposing a cooler 308 using seawater as a refrigerant is provided on the downstream side of the tank booster vaporizer 107 and the supply vaporizer 102 in the engine cooling water circulation passage 200.
A heating bypass passage 203 for engine cooling water with a heater 307 interposed is provided upstream of the tank boosting vaporizer 107 and the supply vaporizer 102 in the engine cooling water circulation passage 200.
An electric pump 302 that circulates and transfers engine coolant while the machine-equipped pump 301 is stopped bypasses the machine-equipped pump 301 (the heating bypass path 203 that is used to bypass the machine-equipped pump 301. Or the other bypass path (including the heating bypass path 203) of the engine coolant circulation path 200 excluding the cooling bypass path 201.

  Each invention described in claims 2 to 5 described above is not limited as to whether each of the cooling bypass passage 201 and the heating bypass passage 203 is provided on the upstream side or the downstream side of the vaporizers 102 and 107. Or if so, there is a difference in how to limit. However, it is difficult to generally determine the influence of these differences on the effect of the liquefied gas supply device. That is, the degree of the effect as the liquefied gas supply device depends not only on the positions of the cooling bypass passage 201 and the heating bypass passage 203 but also on the ability of the gas fuel engine 106 itself, the ability of the vaporizers 102 and 107, and the like. However, the configuration described in claim 4 is not necessarily the most preferable.

  The configuration described in claim 2 or 3 may be preferable, and the configuration opposite to the configuration of claim 5 may be preferable. The configuration opposite to the configuration of claim 5 is that a cooling bypass passage 201 of engine cooling water interposing a cooler 308 using seawater as a refrigerant is connected to the tank boosting vaporizer 107 and the supply vaporizer of the engine cooling water circulation passage 200. The engine bypass water heating bypass passage 203 provided upstream of the heater 102 with the heater 307 interposed is provided downstream of the tank booster vaporizer 107 and the supply vaporizer 102 in the engine coolant circulation circuit 200. Such a configuration is also a configuration within the scope of the present invention, and depending on conditions such as the capability of the gas fuel engine 106 and the capabilities of the carburetors 102 and 107, this configuration is equivalent to or different from the other configurations of the present invention. In some cases, the above preferable results can be obtained.

The liquefied gas supply device for a marine propulsion gas fuel engine described in claim 6 is:
A liquefied gas storage tank 101;
A tank boosting vaporizer 107 for boosting the inside of the liquefied storage tank;
A supply vaporizer 102 that vaporizes liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to a dual fuel engine as the gas fuel engine 106;
By interposing a machine-equipped pump 301 driven by the rotation of the dual fuel engine, engine cooling water from the dual fuel engine is passed in parallel or in series with the tank booster vaporizer 107 and the supply vaporizer 102, An engine cooling water circulation path 200 to be returned to the gas fuel engine 106;
A cooling bypass passage 201 for engine cooling water provided in the engine cooling water circulation path 200 with a cooler 308 using seawater as a refrigerant;
An engine cooling water that bypasses the tank booster vaporizer 107, the supply vaporizer 102, and the machine-equipped pump 301 in the engine cooling water circulation path 200 via an electric pump 302 that circulates and transfers the engine cooling water and a heater 307. A heating bypass 203;
It is characterized by having.

  When the gas fuel engine 106 according to the first to sixth aspects of the invention described above is operated as a dual fuel engine, or when the gas fuel engine 106 that is the dual fuel engine according to the sixth aspect of the invention is operated, If the “diesel mode (DE mode)” operation with the diesel oil is performed for a long time and the engine cooling water is heated to a predetermined temperature, the heater 307 can be omitted. As is apparent from this description, the invention excluding the heater 307 as a constituent element from each of claims 1 to 6 of the present application is not described in the present claims, but is within the scope of the disclosure of the present application. Is.

The liquefied gas supply apparatus for a ship propulsion gas fuel engine described in claim 7 is the liquefied gas supply apparatus for a ship propulsion gas fuel engine according to any one of claims 1 to 6,
A fuel gas line for supplying only the gaseous liquefied gas fuel in the upper part of the liquefied gas storage tank 101 to the supply vaporizer 102 is provided.

  That is, in the invention according to claims 1 to 6 described above, a fuel gas line for supplying only the gaseous liquefied gas fuel in the upper part of the liquefied gas storage tank 101 to the supply vaporizer 102 is provided, and the vaporizer The supply of the liquefied gas fuel in the liquid state to 102 is stopped, and the liquefied gas fuel in the gas state is supplied to the supply vaporizer 102 by the fuel gas line and then heated to the gas fuel engine 106 to supply the gas fuel engine. By operating 106 within a load range of, for example, a load factor of about 0 to 30%, the LNG tank pressure reducing operation that lowers the pressure in the liquefied gas storage tank 101 can be performed.

The liquefied gas supply apparatus for a ship propulsion gas fuel engine described in claim 8 is the liquefied gas supply apparatus for a ship propulsion gas fuel engine 106 according to any one of claims 1 to 7,
A check valve is interposed in the engine coolant circulation circuit 200 on the discharge side of the machine-equipped pump 301 and a bypass path that bypasses the machine-equipped pump 301, and then merges.

  In the configuration of the invention according to claim 8, the “bypass path that bypasses the machine-equipped pump 301” may simply be a bypass path that bypasses only the machine-equipped pump 301, or the heating bypass path 203 may be When it is set as the structure which bypasses the attachment pump 301 and merges with the said engine cooling water circulation path 200, the heating bypass path 203 which bypasses the machine-equipped pump 301 may be sufficient.

The liquefied gas supply apparatus for a ship propulsion gas fuel engine described in claim 9 is the liquefied gas supply apparatus for a ship propulsion gas fuel engine 106 according to any one of claims 1 to 8,
The engine cooling water circulation path 200 includes a deaeration / expansion tank 310 that removes gas in the engine cooling water and absorbs expansion / contraction of the volume due to the temperature of the engine cooling water.

The liquefied gas supply apparatus for a ship propulsion gas fuel engine described in claim 10 is the liquefied gas supply apparatus for a ship propulsion gas fuel engine 106 according to any one of claims 1 to 9,
A buffer tank 103 is provided between the supply carburetor 102 and the gas fuel engine 106, and the buffer tank 103 has a capacity equal to or greater than the amount of fuel gas consumed in, for example, 3 minutes during the rated load operation of the gas fuel engine 106. It is characterized by having.

The liquefied gas supply apparatus for a ship propulsion gas fuel engine described in claim 11 is the liquefied gas supply apparatus for a ship propulsion gas fuel engine 106 according to any one of claims 1 to 10,
Before starting the gas fuel engine 106, the temperature of the engine cooling water at the outlet of the gas fuel engine 106 is TL (a predetermined temperature within a range of 45 ° C. or more and less than 55 ° C., that is, 45 ° C. ≦ TL <55 ° C.). In some cases, the electric pump 302 and the heater 307 are activated to flow the engine cooling water to the heater 307 to warm the engine cooling water, and the temperature of the engine cooling water at the outlet of the gas fuel engine 106 is TH ( When the predetermined temperature is within the range of 55 ° C. or more and less than 64 ° C., that is, 55 ° C. ≦ TH <64 ° C., at least the heater 307 is held in a stopped state
The temperature of the engine cooling water at the outlet of the gas fuel engine 106 after the start of the gas engine becomes TF (a predetermined temperature within a range of 75 ° C. or higher and lower than 90 ° C., that is, 75 ° C. ≦ TF <90 ° C.). In this way, the amount of engine cooling water flowing through the cooler 308 is adjusted.

  In the configuration of the invention according to claim 11, “at least the heater 307 is held in a stopped state” is an operation that is generally selected when the temperature of the engine cooling water at the outlet of the gas fuel engine 106 is TH. In this state, that is, heating by the heater 307 stops but the electric pump 302 continues to operate, and both the electric pump 302 and the heater 307 are stopped even if the temperature measurement by the thermometer 309 may be somewhat inaccurate. Including both states.

The definition of each term in the description of each claim used to describe the means for solving the problem is as follows.
“Engine cooling water” as a heat source for the carburetors 107 and 102 means cooling water for sequentially cooling an air cooler, a cylinder liner and a cylinder head (including a fuel injection valve) of a gas engine (including a dual fuel engine). means. Therefore, the technically meaningful range is different from the cooling water circulating through the engine high temperature cooling water circuit, the engine low temperature cooling water circuit, the lubricating oil circuit, the engine jacket water circuit, and the exhaust gas heat exchanger. Different.

  “Cooler 308” means all cooling means for cooling the “engine cooling water”, and refers to, for example, a shell and tube heat exchanger, a plate heat exchanger, and the like.

  The “heater 307” means all heating means or heating means for heating or heating the “engine cooling water”, and refers to an electric heater such as an electric heater.

  According to the liquefied gas supply device for a ship propulsion gas fuel engine described in claim 1, the tank booster vaporizer 107 that boosts the inside of the liquefied gas storage tank 101 and the liquefied gas fuel from the liquefied gas storage tank 101 are vaporized. The engine cooling water is passed through both carburetors and the supply carburetor 102 that is supplied to the gas fuel engine 106 and the heat of the engine cooling water is effectively used to heat the liquefied gas in the carburetors 107 and 102. I did it. As a result, the inside of the liquefied gas storage tank 101 is maintained at a predetermined pressure, and the liquefied gas fuel is accurately supplied to the supply carburetor 102 at that pressure, and the heat of the engine cooling water is effectively used to accurately supply the gas fuel. A sufficient amount of LNG gas can be supplied to the gas fuel engine 106 even when the gas fuel engine 106 is operated at a high load.

According to the liquefied gas supply device for a ship propulsion gas fuel engine described in claim 2, each of the cooling bypass passage 201 and the heating bypass passage 203 is provided on the upstream side of the vaporizers 102 and 107, or on the downstream side. Arbitrary configurations can be adopted according to other configurations, and effects according to the configurations can be obtained. That is, although the positional relationship between the cooling and heating bypass passages and the vaporizer is not limited in claim 2, the performance as the liquefied gas supply device is not limited to the positional relationship, and the capabilities of the gas fuel engine 106 and each Since it also depends on the capabilities of the vaporizers 102 and 107, it cannot be determined simply what kind of arrangement relationship is good. Therefore, according to the second aspect of the present invention, the capability of the gas fuel engine 106 to which the liquefied gas supply device is applied and the capabilities of the carburetors 102 and 107 which are part of the configuration of the liquefied gas supply device. Therefore, the positional relationship between the cooling and heating bypass paths and the vaporizer can be selected so that the most accurate liquefied gas supply capability can be obtained.
Note that claims 3 to 5 define the case where the positional relationship between both the cooling and heating bypass paths and the vaporizer is specifically set, and these unique effects will be described below.

  According to the liquefied gas supply device for a marine propulsion gas fuel engine described in claim 3, the cooling bypass path 201 of the engine cooling water with the cooler 308 using seawater as a refrigerant is connected to the tank booster of the engine cooling water circulation path 200. By providing the carburetor 107 on the downstream side of the supply carburetor 102, higher-temperature engine cooling water is connected to the tank booster carburetor 107 than when the cooling bypass passage 201 is provided on the upstream side of the carburetor. It will flow into the supply vaporizer 102. Therefore, the heat recovery rate by the vaporizer is improved.

  According to the liquefied gas supply apparatus for a marine propulsion gas fuel engine described in claim 4, the heating bypass passage 203 for the engine cooling water with the heater 307 interposed between the tank booster vaporizer 107 in the engine cooling water circulation path 200 and the By providing the upstream side of the supply carburetor 102, the higher temperature engine cooling water is boosted before the gas fuel engine 106 is started than when the heating bypass passage 203 is provided downstream of the carburetor. It will flow into the vaporizer 107 and the supply vaporizer 102. Therefore, the amount of LNG vaporized by the vaporizer increases.

  According to the liquefied gas supply device for a marine propulsion gas fuel engine described in claim 5, the cooling bypass passage 201 for engine cooling water through a cooler 308 using seawater as a refrigerant is connected to the tank of the engine cooling water circulation path 200. Since it is provided on the downstream side of the booster carburetor 107 and the supply carburetor 102, the engine cooling water having a higher temperature than the case where the cooling bypass passage 201 is provided on the upstream side of the carburetors 107 and 102, It flows into the tank booster vaporizer 107 and the supply vaporizer 102.

  In addition, since the engine cooling water heating bypass passage 203 with the heater 307 interposed is provided upstream of the tank boosting vaporizer 107 and the supply vaporizer 102 in the engine cooling water circulation passage 200, the vaporizer 107. Compared with the case where the heating bypass passage 203 is provided downstream of the gas fuel engine 106, higher-temperature engine cooling water flows into the tank booster carburetor 107 and the supply carburetor 102 before the gas fuel engine 106 is started. become. Therefore, the heat recovery rate by the vaporizer becomes the highest.

  According to the liquefied gas supply device for a marine propulsion gas fuel engine described in claim 6, in the dual fuel engine, the tank booster vaporizer 107 that boosts the inside of the liquefied gas storage tank 101, and the liquefied gas storage tank 101 Engine cooling water is passed through both of the supply vaporizers 102 that vaporize the liquefied gas fuel and supply it to the gas fuel engine 106, and the liquefied gas is heated in both vaporizers 107 and 102 by effectively using the heat of the engine cooling water. I tried to do it. As a result, the inside of the liquefied gas storage tank 101 is maintained at a predetermined pressure, and the liquefied gas fuel can be accurately supplied to the supply carburetor 102 at that pressure, and even during high load operation of the gas fuel engine 106 that is a dual fuel engine. A sufficient amount of LNG gas can be supplied to the gas fuel engine 106.

  According to the liquefied gas supply device for a ship propulsion gas fuel engine described in claim 7, since only the gas fuel at the upper part of the liquefied gas storage tank 101 can be supplied to the supply carburetor 102 via the fuel gas line, The LNG tank decompression operation for reducing the pressure in the liquefied gas storage tank 101 can be performed so that convenience is obtained when the liquefied gas storage tank 101 is replenished with liquefied gas or when the ship is docked. An effect is obtained.

  Specifically, the pressure reducing operation example of the liquefied gas storage tank 101 will be described at the level of the embodiment shown in the drawings. First, the electric on-off valve 112 of the fuel gas line is fully opened, and the liquid supply state is supplied to the vaporizer 102. The electric on-off valve 110 of the supply line for supplying the liquefied gas fuel is fully closed, the load factor of the gas fuel engine 106 is set to, for example, 0 to 30%, and the set value of the pressure regulating valve 108 is set to a predetermined pressure (for example, 0.1 or more to 0.3 MPa or less).

  In addition, when the tank internal pressure falls to a predetermined pressure (0.1 to 0.3 MPa or less), the electric on-off valve 110 is fully opened again and the electric on-off valve 112 is fully closed to continue normal gas fuel operation. Alternatively, the automatic on-off valve 109, the electric on-off valve 112, and the shut-off valve 105 can be fully closed to end the gas fuel operation.

  According to the liquefied gas supply device for a marine propulsion gas fuel engine described in claim 8, the engine cooling water circulation path 200 on the discharge side of the machine-equipped pump 301 and the bypass path that bypasses the machine-equipped pump 301 are reversed. Since a stop valve is provided, a complicated and expensive control device such as an automatic bypass switching valve that can be remotely operated is unnecessary, and switching between the machine-equipped pump 301 and the electric pump 302 and parallel operation can be performed by simple on-off control. Can do.

  According to the liquefied gas supply device for a ship propulsion gas fuel engine described in claim 9, since the deaeration / expansion tank 310 is provided in the engine cooling water circuit 200, the gas in the engine cooling water is removed and the engine cooling water is removed. Can absorb volume expansion and contraction due to temperature.

  According to the liquefied gas supply device for a ship propulsion gas fuel engine described in claim 10, since the buffer tank 103 is provided between the supply carburetor 102 and the gas fuel engine 106, the heat generation fluctuation amount of the gasification fuel is suppressed. can do. Further, since the buffer tank 103 can store more gas fuel than the gas fuel engine 106 consumes for 3 minutes in the rated load operation, the operation stability of the gas fuel engine 106 can be improved.

  According to the liquefied gas supply apparatus for a marine propulsion gas fuel engine described in claim 11, the operation of the electric pump 302 and the heater 307 is controlled in accordance with the temperature of the engine coolant at the outlet of the gas fuel engine 106 before startup. Thus, the amount of engine cooling water flowing through the cooler can be adjusted, and the temperature of the engine cooling water at the outlet of the gas fuel engine after startup can be kept within a required predetermined range.

It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 1st embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 2nd embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 3rd embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 4th embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 5th embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 6th embodiment. It is an apparatus system diagram of the liquefied gas supply device of a vessel propulsion gas fuel engine concerning a 7th embodiment. It is a block diagram of the deaeration expansion tank provided in the liquefied gas supply apparatus of the ship propulsion gas fuel engine which concerns on each embodiment. It is a figure showing that the buffer tank provided in the liquefied gas supply device of the vessel propulsion gas fuel engine concerning each embodiment is suppressing the calorific value variation of gasification fuel, and (a) is a buffer tank 2 is a graph showing the time variation of the indicated value of the calorific value meter provided on the inlet side, and FIG. 2B is a graph showing the time variation of the indicated value of the calorimeter provided on the outlet side of the buffer tank.

Hereinafter, embodiments of a liquefied gas supply device for a ship propulsion gas fuel engine according to the present invention will be described.
The liquefied gas supply device according to each embodiment is mounted on a ship propelled by a gas fuel engine, gasifies the liquefied gas, and stably supplies this to the gas fuel engine of the ship as fuel for navigation and propulsion. It is a device for. Therefore, according to the present invention, the liquefied gas mounted as fuel can be efficiently and safely gasified and stably supplied to the gas fuel engine, and the gas fuel engine can be operated in a state suitable for marine navigation. In this respect, the structure, operation or control method is fundamentally different from the conventional technique of gasifying liquefied natural gas by using the engine of the ship as a simple heat source when stopping or mooring. It should be noted that the ship propulsion gas fuel engine (hereinafter simply referred to as a gas fuel engine or an engine or the like) of the embodiment includes a dual fuel engine that can be operated by selecting both the gas mode and the diesel mode, and only gas fuel. Both gas-only engines are included.

1. First embodiment (corresponding to FIG. 1 and claim 1)
This embodiment is applied to both a dual fuel engine and a gas-only combustion engine. Hereinafter, an outline of the configuration will be described first with reference to FIG. 1, and then the gas fuel engine is operated as a dual fuel engine. The procedure for doing this will be described.

(1) Configuration FIG. 1 is a system diagram of a liquefied gas supply device for a gas fuel engine according to a first embodiment. Although the ship hull itself is not shown in FIG. 1, the gas fuel engine 106 and the liquefied gas supply device shown in FIG. 1 are mounted on the ship (not shown). The liquefied gas supply device includes a liquefied gas storage tank 101 that stores a liquefied gas that is a raw material of gas fuel supplied to the gas fuel engine 106, and circulates through an engine cooling water circulation path 200 for cooling the gas fuel engine 106. By utilizing the heat of the engine cooling water, the liquefied gas in the liquefied gas storage tank 101 is vaporized into gas fuel, which is supplied to the gas fuel engine 106.

  The configuration of the present embodiment will be described sequentially from the upstream side of the engine cooling water circulation path 200. The engine coolant circulation path 200 is a pipe that connects the coolant outlet OUT and the coolant inlet IN of a portion to be cooled of the gas fuel engine 106 (for example, a cylinder head including an air cooler, a cylinder liner, and a fuel injection valve). Cooling is performed by circulating engine cooling water by a machine-equipped pump 301 (described later) provided in the vicinity of the inlet IN.

  The gas fuel engine 106 is provided with a tachometer 111. Further, a thermometer 309 is provided in the vicinity of the coolant outlet OUT in the engine coolant circulation path 200 of the gas fuel engine 106. The detection values of the tachometer 111 and the thermometer 309 are used for operation control of the gas fuel engine 106 or the liquefied gas supply device, as will be described in the operation procedure of the present apparatus described later.

  In the engine coolant circulation path 200, a branch 311 that functions as a deaerator is provided on the downstream side of the thermometer 309. The upper outlet of the branch 311 communicates with the bottom of the deaeration expansion tank 310, and the lower outlet is connected to the downstream side of the engine coolant circulation path 200. The branch 311 and the deaeration / expansion tank 310 are facilities for removing bubbles contained in the engine cooling water, and details thereof will be described in the separate item 8 “Configuration common to each embodiment” described later. The return pipe R1 of the engine cooling water connected to the bottom of the deaeration expansion tank 310 is connected to the engine cooling water circulation path 200.

  In the engine coolant circulation path 200, a heating bypass path 203 provided with an electric pump 302 and a heater 307, which are selectively driven by a motor as required for control, is provided on the downstream side of the branch 311. Further, a check valve CV is provided at the downstream side of the heater 30 7 in the heating bypass passage 203 and at the junction of the heating bypass passage 203 and the engine cooling water circulation passage 200. The heater 307 can be composed of, for example, an electric heater. Further, downstream of the heater 307 is a tank boosting vaporizer 107 that boosts the inside of the liquefied gas storage tank 101, and a supply carburetor that vaporizes the liquefied gas fuel from the liquefied gas storage tank 101 and supplies it to the gas fuel engine 106. 102 are connected in parallel to each other. Both carburetors 107 and 102 may be connected in series to the engine coolant circulation path 200, and in that case, one of them may be upstream according to various conditions.

  In the tank booster carburetor 107, the heated inlet pipe PA1 that receives the heat supplied from the engine coolant circulation circuit 200 communicates with the bottom of the liquefied gas storage tank 101, and the liquefied gas is supplied to the tank booster vaporizer 107. It can be led. The introduction pipe PA1 is provided with an electric on-off valve 109 for liquefied gas supply control. The heated discharge pipe PB1 that receives the heat supplied from the engine coolant circulation path 200 communicates with the top of the liquefied gas storage tank 101, and the fuel gas generated by vaporization in the tank booster carburetor 107 is passed through. It can be supplied to the top of the liquefied gas storage tank 101. This discharge pipe PB1 is provided with a pressure regulating valve 108 for controlling the pressure of the fuel gas.

  In the supply carburetor 102, the heated inlet piping that receives the heat supplied from the engine coolant circulation path 200 is branched into two. One introduction pipe PA2 communicates with the bottom of the liquefied gas storage tank 101 via the electric on-off valve 110 so that the liquefied gas can be led to the tank booster vaporizer 107. The other introduction pipe PA3, which is a part of the fuel gas line, communicates with the top of the liquefied gas storage tank 101 via the electric on-off valve 112 and the check valve CV, and liquefaction of the gas state is performed as necessary. Only the gas fuel can be led to the tank boost vaporizer 107. Furthermore, a buffer tank 103, a pressure regulating valve 104, and a shut-off valve 105 are provided in a heated discharge pipe PB2 that sends out fuel gas generated by vaporizing liquefied gas with heat supplied from the engine coolant circulation path 200. They are connected in series and further connected to the gas fuel engine 106.

  In the engine coolant circulation path 200, an electric temperature control three-way valve 305 that is controlled to be opened and closed by a motor is provided on the downstream side of the tank booster vaporizer 107 and the supply vaporizer 102. The electric temperature control three-way valve 305 has an inlet connected to the upstream side of the engine cooling water circulation path 200, a first outlet connected to the downstream side of the engine cooling water circulation path 200, and a second outlet connected to the engine cooling water circulation path. The cooling bypass passage 201 is connected to the downstream side of 200. A part of the cooling bypass passage 201 is disposed in the cooler 308. The cooler 308 can be composed of, for example, a shell and tube heat exchanger or a plate heat exchanger. Seawater as a refrigerant is supplied into the cooler 308 from the outside of the ship by means of the on-board pump 312 and the cooling pipe PC, and the seawater that has cooled the engine cooling water is discharged outside the ship. Although details will be described later, the amount of engine cooling water flowing to the cooler 308 is controlled by appropriately controlling the electric temperature adjusting three-way valve 305 by feedback control based on the temperature of the engine cooling water detected by the thermometer 309 described above. The temperature of the engine cooling water can be controlled.

  In the engine cooling water circulation path 200, as described above, the cooling water return pipe R <b> 1 led from the deaeration expansion tank 310 is connected downstream of the electric temperature control three-way valve 305 and the cooling bypass path 201. An engine-equipped pump 301 and a check valve CV are connected in series from the upstream side to the engine cooling water circulation path 200 downstream from the connection point of the return pipe R1, and are connected to the cooling water inlet IN of the gas fuel engine 106. It is connected.

  In the engine coolant circulation path 200, the position downstream of the connection point of the return pipe R1 and upstream of the machine-equipped pump 301, the outlet side of the check valve located downstream of the machine-equipped pump, and the coolant inlet IN of the gas fuel engine 106 The position between the two is connected by the bypass paths 202 and 210. That is, the bypass paths 202 and 210 bypass the machine-equipped pump 301. The bypass path 202 is provided with an electric pump 303 that is selectively driven by a motor as required for control. Further, a check valve CV is provided on the downstream side of the electric pump 303 in the bypass passage 210 and the bypass passage 202. That is, the outlet side of each check valve CV of the bypass passages 202 and 210 is connected to the outlet side of the check valve CV provided downstream of the machine-equipped pump 301.

  In the present embodiment, the electric pump 302 is provided in the bypass passage 202 that bypasses the machine-equipped pump 301. However, the electric pump 302 is provided in another bypass passage of the engine cooling water circulation passage 200 except the cooling bypass passage 201. It doesn't matter.

  Although not shown in FIG. 1, the present embodiment is an engine control device (also referred to simply as a control device or a control device) as a control means for comprehensively controlling each component of the present embodiment described above. ) Is included. This engine control means controls both the gas fuel engine 106 and the liquefied gas supply device, although the term “engine” is attached. The gas fuel engine 106 and the liquefied gas supply device may be controlled by separate control means that function in cooperation with each other.

  Further, the contents not mentioned in the section of “Configuration” above shall be replaced with the description of the structure by using the description of “Operation Procedure” below.

(2) Operation Procedure as Dual Fuel Engine Next, a procedure when the gas fuel engine 106 of the present embodiment is operated as a dual fuel engine will be described. The contents of the procedure or control described below are executed when the engine control device as the control means described above receives a manual operation performed by the operator as needed and controls each part of the present embodiment. It is.

<Operation preparation>
1) Set the "operation preparation" SW of the engine control device to ON manually and run the automatic control sequence for the engine auxiliary equipment.

  2) The electric temperature control three-way valve 305 allows the temperature T1 of the thermometer 309 to flow to the cooler 308 by feedback control so that the temperature T1 becomes a predetermined temperature TF (for example, a predetermined temperature within a range of 75 ° C. or higher and lower than 90 ° C.). Even in this state, there is no heat source when the engine is stopped, so the temperature T1 of the thermometer 309 does not exceed TF, and the electric temperature control three-way valve 305 when the engine is stopped. The cooler 308 side is fully closed. The electric temperature adjusting three-way valve 305 is driven by an electric motor, the opening degree is adjusted by a current signal, and the flow rate at the outlet in two directions is adjusted.

  3) When the automatic control sequence for the engine auxiliary machinery is run, the electric pump 302 is turned on. If the temperature T1 of the thermometer 309 is a predetermined temperature TL (for example, a predetermined temperature within a range of 45 ° C. or higher and lower than 55 ° C.) or a temperature lower than this, the heater 307 is turned on manually or automatically. On the other hand, if the temperature T1 of the thermometer 309 is a predetermined temperature TH (for example, a predetermined temperature within a range of 55 ° C. or more and less than 64 ° C.), the heater 307 is turned off manually or automatically.

  4) When the “operation preparation” SW of the engine control device is manually turned on, the electric on-off valve 109 and the electric on-off valve 110 are fully opened.

  5) The LNG that has passed through the electric on-off valve 109 flows into the tank pressure vaporizer 107 by its own weight, and is vaporized and expanded to become a high pressure. The vaporized LNG is regulated by the pressure regulating valve 108 and enters the liquefied gas storage tank 101, and pressure is applied to the internal LNG to push it out.

<start operation>
6) Turn on the "Start" SW of the engine control device manually. If there is no malfunction interlock of the control device, sensor, etc., the start-up sequence starts and the operation is “DE mode” (diesel engine mode). Even if the temperature T1 of the engine cooling water exceeds the range of the temperature TL (for example, 60 ° C.) and enters the range of the temperature TH in the above preparation for operation, the start sequence starts running.

  7) The gas fuel engine 106 rotates, and the machine-equipped pump 301 and the machine-equipped pump 312 rotate. The seawater is taken in from the outside of the ship by the rotation of the machine-equipped pump 312, supplied to the cooler 308 or the like, used as cooling water, and then discharged outside the ship.

  8) The rotational speed N of the gas fuel engine 106 is read by the tachometer 111.

  9) When the engine is started and the rotation speed N becomes equal to or higher than a predetermined rotation speed N1 (for example, 150 rotations per minute), the electric pump 302 is turned off. Note that the heater 307 may be automatically turned off at this time or manually turned off at different timing. After the temperature T1 of the thermometer 309 reaches a predetermined temperature range TF (for example, 80 ° C.), the electric temperature adjusting three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by the feedback control. Become.

<Start gas operation>
10) Manually set the operation mode of the engine control device to “GE mode” (gas engine mode). The shut-off valve 105 opens. However, when the engine coolant temperature T1 is below the temperature range TH (for example, 50 ° C.), the engine coolant is automatically canceled and the “DE mode” is set. When the shut-off valve 105 is opened, LNG is pushed out from the liquefied gas storage tank 101. The pushed LNG passes through the supply vaporizer 102 via the electric on-off valve 110 and is vaporized. The vaporized LNG is regulated by the pressure regulating valve 104 through the buffer tank 103, passes through the shutoff valve 105, and is supplied to the gas fuel engine 106 which is a dual fuel engine.

 11) The vaporized LNG passes through the buffer tank 103, and the heat generation amount fluctuation is suppressed. Note that the effect of suppressing fluctuations in the amount of heat generated by the buffer tank 103 will be described later in the separate item 8 “Configuration Common to Each Embodiment”. The volume of the buffer tank 103 is preferably such that the dual fuel engine can have a capacity equal to or greater than the amount of fuel gas consumed in, for example, 3 minutes by rated load operation in order to stabilize the operation.

 12) The pressure at the outlet of the pressure regulating valve 104 is adjusted by the control device according to the engine load and operating conditions.

<LNG tank decompression operation>
13) When the liquefied gas storage tank 101 is replenished with LNG or docked, the load factor of the engine is reduced in the “GE mode” in order to reduce the pressure of the liquefied gas storage tank 101 (for example, 25 %), The set value of the pressure regulating valve 108 may be lowered to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 may be fully opened, and the electric on-off valve 110 may be fully closed. This is called “LNG tank decompression operation”.

 14) When the internal pressure of the liquefied gas storage tank 101 is lowered to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully closed, and the “LNG tank decompression operation” is completed.

 15) After completion of the “LNG tank pressure reduction operation”, the electric on-off valve 110 may be fully opened again to continue the GE mode, or the electric on-off valve 110 may be left fully closed and the process may proceed to “end of gas operation”. .

<End of gas operation>
16) Manually switch the operation mode of the control device from “GE mode” to “DE mode”. In addition, when the gas operation device breaks down and after the “LNG tank decompression operation”, the device may automatically switch to the “DE mode”.

17) Thereby, the electric on-off valve 109, the electric on-off valve 110, and the shutoff valve 105 are fully closed.
As described above, operation with diesel fuel is performed.

<End of operation>
18) Manually turn on the “stop operation” SW in the engine control device.
19) When the rotational speed N of the gas fuel engine 106 decreases and becomes less than the predetermined rotational speed N1, the electric pump 303 is turned on.
20) After a predetermined time (for example, about 5 minutes) has elapsed after the electric pump 303 is turned on, the electric pump 303 is turned off.

  As described above, according to this embodiment, the inside of the liquefied gas storage tank 101 is maintained at a predetermined pressure, and the liquefied gas fuel is accurately supplied to the supply vaporizer 102 at that pressure, and the heat of the engine cooling water is increased. The gas fuel can be accurately generated through effective use, and a sufficient amount of LNG gas can be supplied to the engine 106 even in the gas engine mode of the dual fuel engine.

2. Second embodiment (corresponding to FIG. 2 and claim 3)
This embodiment is applied to both a dual fuel engine and a gas-only combustion engine. Hereinafter, a configuration different from the first embodiment (FIG. 1) will be described first, and then operated as a gas-only combustion engine. The procedure of will be described.
In the description of each embodiment and the drawings below in this section, common terms, symbols, descriptions, and the like have the same meaning as in the previous embodiment, and the above description is given as necessary. Incorporate and repeat is omitted.

(1) Configuration In the present embodiment, in the first embodiment (FIG. 1), the electric pump 302 and the heater 307 provided upstream of the tank booster carburetor 107 and the supply carburetor 102 in the engine cooling water circulation path 200 are It is provided in a heating bypass passage 203 as a bypass passage on the downstream side of both vaporizers 107 and 102. Moreover, the electric pump 303 is not provided.

(2) Operation procedure as a gas-fired engine <Operation preparation>
1) Set the "operation preparation" SW of the engine control device to ON manually and run the automatic control sequence for the engine auxiliary equipment.

  2) The electric temperature control three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by feedback control so that the temperature T1 of the thermometer 309 becomes a predetermined temperature TF. Since there is no heat source when the engine is stopped, the temperature T1 of the thermometer 309 does not exceed the temperature TF, and the electric temperature control three-way valve 305 while the engine is stopped is fully closed on the cooler 308 side. The electric temperature adjusting three-way valve 305 is driven by an electric motor, the opening degree is adjusted by a current signal, and the flow rate at the outlet in two directions is adjusted.

  3) When the automatic control sequence for the engine auxiliary machinery is run, the electric pump 302 is turned on. If the temperature T1 of the thermometer 309 is a predetermined temperature TL or a temperature lower than the predetermined temperature TL, the heater 307 is turned on manually or automatically. On the other hand, if the temperature T1 of the thermometer 309 is a predetermined temperature TH, the heater 307 is turned off manually or automatically.

  4) When the “operation preparation” SW of the control device is manually turned on, the electric on-off valve 109 and the electric on-off valve 110 are fully opened.

  5) The LNG that has passed through the electric on-off valve 109 flows into the tank pressure vaporizer 107 by its own weight, and is vaporized and expanded to become a high pressure. The vaporized LNG is regulated by the pressure regulating valve 108 and enters the liquefied gas storage tank 101, and pressure is applied to the internal LNG to push it out.

<start operation>
6) Manually turn on the “start” SW of the control device. If the interlock of failure of the control device, sensor, etc. is not applied, the start-up sequence starts, the shut-off valve 105 is opened, and the LNG in the liquefied gas storage tank 101 is pushed out. The pushed LNG passes through the supply vaporizer 102 via the electric on-off valve 110 and is vaporized. The vaporized LNG is regulated by a pressure regulating valve 104 through a buffer tank 103, and is supplied to a gas fuel engine 106 as a gas-only combustion engine through a shut-off valve 105. The vaporized LNG passes through the buffer tank 103, and the heat generation amount fluctuation is suppressed. The volume of the buffer tank 103 is preferably such that the gas-only engine can have a capacity equal to or greater than the amount of fuel gas consumed in 3 minutes by rated load operation. The pressure at the outlet of the pressure regulating valve 104 is adjusted by the control device according to the engine load and operating conditions. Even if the temperature T1 of the engine cooling water exceeds the range of the temperature TL (for example, 60 ° C.) and enters the range of the temperature TH in the above preparation for operation, the start sequence starts running.

  7) The gas fuel engine 106 rotates, and the machine-equipped pump 301 and the machine-equipped pump 312 rotate. The seawater is taken in from the outside of the ship by the rotation of the machine-equipped pump 312, supplied to the cooler 308 or the like, used as cooling water, and then discharged outside the ship.

  8) The rotational speed N of the gas fuel engine 106 is read by the tachometer 111.

  9) When the gas fuel engine 106 is started and the rotational speed N becomes equal to or higher than a predetermined rotational speed N1 (for example, 150 revolutions per minute), the electric pump 302 is turned off. The heater 307 may be automatically turned off at this time, or may be manually turned off at another timing. After the temperature T1 of the thermometer 309 reaches a predetermined temperature TF (for example, 80 ° C.), the electric temperature control three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by the feedback control. .

<LNG tank decompression operation>
10) When replenishing the liquefied gas storage tank 101 with LNG or entering a dock, the load factor of the engine is reduced (for example, 25%) to reduce the pressure of the liquefied gas storage tank 101, and the pressure regulating valve 108 In some cases, the set value is lowered to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully opened, and the electric on-off valve 110 is fully closed.

 11) When the internal pressure of the liquefied gas storage tank 101 falls to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully closed, and the “LNG tank decompression operation” ends.

 12) After completion of the “LNG tank pressure reduction operation”, the electric on-off valve 110 may be fully opened again and the operation may be continued, or the electric on-off valve 110 may be left fully closed and the operation may be shifted to “end of operation”.

<End of operation>
13) Manually set the “stop operation” SW of the engine control device to ON.
14) Thereby, the electric on-off valve 109, the electric on-off valve 110, and the shutoff valve 105 are fully closed.
15) When the rotational speed N of the gas fuel engine 106 decreases and becomes less than the predetermined rotational speed N1, the electric pump 302 is turned on.
16) After a predetermined time (for example, about 5 minutes) has elapsed after the electric pump 302 is turned on, the electric pump 302 is turned off.

  As described above, according to the second embodiment, the cooling bypass passage 201 of the engine cooling water through the cooler 308 using seawater as a refrigerant is connected to the tank booster vaporizer 107 and the supply vaporizer 102 of the engine cooling water circulation passage 200. Therefore, higher-temperature engine cooling water flows into the tank booster carburetor 107 and the supply carburetor 102 than when the cooling bypass passage 201 is provided upstream of the carburetor. become. Therefore, the heat recovery rate by the vaporizer is improved.

  As described above, according to the first and second embodiments, when the machine-equipped pump 301 breaks down, the engine coolant can be circulated by turning the electric pump 302. The fuel gas line (introduction pipe PA3) connecting the top of the liquefied gas storage tank 101 to the supply carburetor 102 via the electric on-off valve 112 and the check valve CV has a pressure of the liquefied gas storage tank 101 higher than a predetermined pressure. In this case, the open / close valve 112 is opened to release the gas (fuel gas) in the liquefied gas storage tank 101 to the LNG supply line (discharge pipe PB2) passing through the supply vaporizer 102. .

3. Third embodiment (corresponding to FIG. 3 and claim 3)
This embodiment is applied to both a dual fuel engine and a gas-only combustion engine, and a configuration different from FIG. 2 will be described.

  In the second embodiment (FIG. 2), the heating bypass passage 203 provided with the electric pump 302 and the heater 307 is provided as a bypass passage that bypasses the machine-equipped pump 301, but in this embodiment (FIG. 3). The heating bypass passage 203 provided with the electric pump 302 and the heater 307 does not bypass the machine-equipped pump 301, but is a bypass path provided in the engine coolant circulation circuit 200 upstream of the machine-equipped pump 301. A check valve CV is provided downstream of the heater 307 in the heating bypass passage 203, and a check valve CV is also provided in the middle of the engine cooling water circulation passage 200 bypassed by the heating bypass passage 203. ing.

  In this embodiment (FIG. 3), a bypass path 202 that bypasses the machine-equipped pump 301 is provided in the engine coolant circulation path 200. That is, the bypass path 202 is a pipe line that connects positions close to the suction side and the discharge side of the machine-equipped pump 301 in the engine cooling water circulation path 200. The bypass passage 202 is provided with a check valve CV, and the check valve CV is also provided on the discharge side of the machine-equipped pump 301 bypassed by the heating bypass passage 203.

  This embodiment (FIG. 3) is common in that the heating bypass passage 203 and the cooling bypass passage 201 are downstream of the tank booster vaporizer 107 and the supply vaporizer 102, as in the second embodiment (FIG. 2). Therefore, it can be operated in substantially the same procedure as in the second embodiment, and substantially the same effect can be obtained.

4). Fourth embodiment (corresponding to FIG. 4 and claim 4)
This embodiment is applied to both a dual fuel engine and a gas-only combustion engine. Hereinafter, a configuration different from FIGS. 2 to 3 will be described first, and then a procedure for operating as a gas-fired engine will be described. explain.

(1) Configuration In the second embodiment (FIG. 2) and the third embodiment (FIG. 3), the heating bypass passage 203 and the cooling bypass passage 201 are downstream of the tank boost vaporizer 107 and the supply vaporizer 102. Although common in the present embodiment (FIG. 4), the heating bypass passage 203 and the cooling bypass passage 201 are both upstream of the tank boost vaporizer 107 and the supply vaporizer 102. It is different from the form.

  That is, in the present embodiment (FIG. 4), the cooling bypass passage 201 is provided in the engine cooling water circulation passage 200 between the downstream of the branch 311 and the upstream of the tank booster carburetor 107 and the supply carburetor 102. The engine coolant circulation path 200 is provided with a heating bypass path 203 so as to bypass the cooling bypass path 201 and the electric temperature control three-way valve 305. In the present embodiment, the heating bypass passage 203 provided with the electric pump 302 and the heater 307 does not bypass the machine-equipped pump 301 and is a bypass passage provided in the engine cooling water circulation passage 200. This is the same as the embodiment (FIG. 3). Further, a check valve CV is provided downstream of the heater 307 in the heating bypass passage 203, and an electric temperature adjusting three-way valve 305 is provided in the engine coolant circulation passage 200 bypassed by the heating bypass passage 203. A check valve CV is provided on the downstream side of the cooling bypass passage 201.

  In the present embodiment (FIG. 4), a bypass path 202 that bypasses the machine-equipped pump 301 is provided in the engine coolant circulation path 200, as in the third embodiment (FIG. 3). That is, the bypass path 202 is a pipe line that connects positions close to the suction side and the discharge side of the machine-equipped pump 301 in the engine cooling water circulation path 200. The bypass passage 202 is provided with a check valve CV, and the check valve CV is also provided on the discharge side of the machine-equipped pump 301 bypassed by the heating bypass passage 203.

(2) Operation procedure as a gas-fired engine <Operation preparation>
1) Set the "operation preparation" SW of the engine control device to ON manually and run the automatic control sequence for the engine auxiliary equipment.

  2) The electric temperature adjusting three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by feedback control so that the temperature T1 of the thermometer 309 becomes a predetermined temperature TF (for example, 80 ° C.). However, even in this state, since there is no heat source while the engine is stopped, the temperature T1 of the thermometer 309 does not exceed the temperature TF, and the electric temperature control three-way valve 305 while the engine is stopped is fully closed on the cooler 308 side. The electric temperature adjusting three-way valve 305 is driven by an electric motor, the opening degree is adjusted by a current signal, and the flow rate at the outlet in two directions is adjusted.

  3) If the temperature T1 of the thermometer 309 is a predetermined temperature TL (for example, 50 ° C.) with the automatic control sequence for the engine auxiliary machinery running, the heater 307 and the electric pump 302 are turned on. On the other hand, if the temperature T1 of the thermometer 309 is a predetermined temperature TH (for example, 60 ° C.), the heater 307 and the electric pump 302 are turned off. Accordingly, the temperature T1 of the engine cooling water is controlled so as to exceed the temperature TL (for example, 50 ° C.) and be maintained at the temperature TH (for example, about 60 ° C.). Note that when the engine cooling water temperature T1 exceeds the temperature TL (for example, 60 ° C.) at the start of operation preparation, the electric pump 302 is not operated. For this reason, the temperature T1 of the engine cooling water cannot be measured accurately. However, the heat source of the cooling water is the engine, and when the cooling water is not circulated, T1 does not become higher than the temperature of the engine, and there is no problem if the cooling water temperature is TF or less. Therefore, it is not necessary to rotate the electric pump 302 in order to accurately measure the cooling water temperature T1.

  4) When the “operation preparation” SW of the engine control device is manually turned on, the electric on-off valve 109 and the electric on-off valve 110 are fully opened.

  5) The LNG that has passed through the electric on-off valve 109 flows into the tank pressure vaporizer 107 by its own weight, and is vaporized and expanded to become a high pressure. The vaporized LNG is regulated by the pressure regulating valve 108 so as to push out the LNG in the liquefied gas storage tank 101.

<start operation>
6) Turn on the "Start" SW of the engine control device manually. If the interlock of failure of the control device, sensor, etc. is not applied, the starting sequence starts, the shut-off valve 105 is opened, and LNG is pushed out from the liquefied gas storage tank 101. The pushed LNG passes through the supply vaporizer 102 via the electric on-off valve 110 and is vaporized. The vaporized LNG is regulated by the pressure regulating valve 104 through the buffer tank 103, and is supplied to the gas combustion engine through the shut-off valve 105. The vaporized LNG passes through the buffer tank 103, and the heat generation amount fluctuation is suppressed. The volume of the buffer tank 103 is preferably such that the gas-only engine can have a capacity equal to or greater than the amount of fuel gas consumed in 3 minutes by rated load operation. The pressure at the outlet of the pressure regulating valve 104 is adjusted by the engine control device according to the engine load and operating conditions. Even if the temperature T1 of the engine cooling water exceeds the range of the temperature TL (for example, 60 ° C.) and enters the range of the temperature TH in the above preparation for operation, the start sequence starts running.

  7) The gas fuel engine 106 rotates, and the machine-equipped pump 301 and the machine-equipped pump 312 rotate. The seawater is taken in from the outside of the ship by the rotation of the machine-equipped pump 312, supplied to the cooler 308 or the like, used as cooling water, and then discharged outside the ship.

  8) The rotational speed N of the gas fuel engine 106 is read by the tachometer 111.

  9) When the engine is started and the rotation speed N becomes equal to or higher than a predetermined rotation speed N1 (for example, 150 rotations per minute), the electric pump 302 and the heater 307 are turned off. After the temperature T1 of the thermometer 309 reaches a predetermined temperature TF (for example, 80 ° C.), the electric temperature control three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by the feedback control. .

<LNG tank decompression operation>
10) When replenishing the liquefied gas storage tank 101 with LNG or entering a dock, the load factor of the engine is reduced (for example, 25%) to reduce the pressure of the liquefied gas storage tank 101, and the pressure regulating valve 108 In some cases, the set value is lowered to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully opened, and the electric on-off valve 110 is fully closed.

 11) When the internal pressure of the liquefied gas storage tank 101 falls to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully closed, and the “LNG tank decompression operation” ends.

 12) After the “LNG tank decompression operation” is finished, there is a case where the electric on-off valve 110 is fully opened again and the operation is continued, or the electric on-off valve 110 is kept fully closed and the operation is shifted to “end of operation”.

<End of operation>
13) Manually set the “stop operation” SW of the engine control device to ON.
14) Thereby, the electric on-off valve 109, the electric on-off valve 110, and the shutoff valve 105 are fully closed.
15) When the rotational speed N of the gas fuel engine 106 decreases and becomes less than the predetermined rotational speed N1, the electric pump 302 is turned on.
16) After a predetermined time (for example, about 5 minutes) has elapsed after the electric pump 302 is turned on, the electric pump 302 is turned off.

  As described above, according to the fourth embodiment, the heating bypass passage 203 for the engine cooling water with the heater 307 interposed is provided on the upstream side of the tank boosting vaporizer 107 and the supply vaporizer 102 in the engine cooling water circulation passage 200. Therefore, as compared with the case where the heating bypass passage 203 is provided on the downstream side of both the carburetors 107 and 102, the higher-temperature engine cooling water is supplied to the tank booster carburetor 107 and the supply before the gas fuel engine 106 is started. It will flow into the vaporizer 102. Therefore, the amount of LNG vaporized by the vaporizer increases.

5. Fifth embodiment (corresponding to FIG. 5 and claim 4)
The present embodiment is applied to both a dual fuel engine and a gas-only combustion engine, and a configuration different from the fourth embodiment (FIG. 4) will be described.

  That is, in the present embodiment (FIG. 5), the engine cooling water cooling bypass passage 201 with the cooler 308 interposed therebetween and the engine cooling water heating bypass passage 203 with the heater 307 interposed between the engine cooling water circulation passage 200 and the tank are pressurized. Although the configuration is the same as that of the fourth embodiment (FIG. 4) in that it is provided on the upstream side of the vessel 107 and the supply vaporizer 102, the following points are different. That is, in the present embodiment (FIG. 5), an electric three-way valve 304 is provided at a branch point of the uppermost stream of the heating bypass passage 203 and the engine cooling water circulation passage 200, and by switching the flow path of the electric three-way valve 304. The selective use of the heating bypass passage 203 is possible. For this reason, the check valve CV as seen in the same position of the fourth embodiment (FIG. 4) does not exist in the heating bypass path 203 and the engine coolant circulation path 200 bypassed by the heating bypass path 203.

  Further, in the present embodiment (FIG. 5), as in the fourth embodiment (FIG. 4), a bypass path 202 that bypasses the machine-equipped pump 301 is provided in the engine coolant circulation path 200. An electric three-way valve 306 is provided at a branch point between the uppermost stream and the engine cooling water circulation path 200, and the bypass path 202 can be selectively used by switching the flow path of the electric three-way valve 306. . For this reason, the check valve CV as seen in the same position of the fourth embodiment (FIG. 4) does not exist in the bypass path 202 and the engine coolant circulation path 200 bypassed by the bypass path 202.

  This embodiment (FIG. 5) is common in that the heating bypass passage 203 and the cooling bypass passage 201 are upstream of the tank boost vaporizer 107 and the supply vaporizer 102, as in the fourth embodiment (FIG. 4). Therefore, it can be operated in substantially the same procedure as in the fourth embodiment, and substantially the same effect can be obtained.

6). Sixth embodiment (corresponding to FIG. 6 and claim 4)
The present embodiment is applied to both a dual fuel engine and a gas-only combustion engine, and a configuration different from the fourth embodiment (FIG. 4) will be described.

  That is, in the present embodiment (FIG. 6), the engine cooling water cooling bypass passage 201 with the cooler 308 interposed therebetween and the engine cooling water heating bypass passage 203 with the heater 307 interposed between the engine cooling water circulation passage 200 and the tank are pressurized. Although the configuration is the same as that of the fourth embodiment (FIG. 4) in that it is provided on the upstream side of the vessel 107 and the supply vaporizer 102, the following points are different. That is, in this embodiment (FIG. 6), the inlet of the electric three-way valve 304 and the first outlet are connected to the inlet side of the check valve CV in the heating bypass passage 203, and the second outlet of the electric three-way valve 304 is The bypass valve 202 that bypasses the machine-equipped pump 301 is connected to the upstream side of the check valve CV. According to such a configuration, by switching the electric three-way valve 304, a route for returning the coolant directly to the engine without being sent to the both vaporizers 107 and 102 at the time of warming up when used as a dual fuel engine is selected. In addition, when used as a GE mode or gas-only combustion engine in a dual fuel engine, the engine cooling water can be circulated by bypassing the on-vehicle pump 301.

  In the present embodiment (FIG. 6), as in the fourth embodiment (FIG. 4) and the fifth embodiment (FIG. 5), the heating bypass passage 203 and the cooling bypass passage 201 are replaced with the tank booster vaporizer 107 and the supply vaporizer 102. It is common to the point which is upstream, and it can drive | operate in the procedure substantially the same as 4th and 5th embodiment, and can acquire the substantially same effect.

7). Seventh embodiment (corresponding to FIG. 7 and claim 6)
This embodiment is applied to a dual fuel engine and cannot be applied to a gas-only engine. Hereinafter, the configuration different from the sixth embodiment (FIG. 6) will be described first, and then the operation procedure will be described.

(1) Configuration In the sixth embodiment (FIG. 6) that can be applied to both a dual fuel engine and a gas-only combustion engine, as described above, by switching the electric temperature control three-way valve 304 provided in the heating bypass passage 203, the engine It was possible to select whether to send the cooling water to both vaporizers 107 and 102 or to bypass them and return them to the engine. However, since this embodiment is applied only to the dual fuel engine, there is no electric temperature control three-way valve in the heating bypass passage 203, and the downstream side of the heating bypass passage 203 is connected via the check valve CV. It is connected to the discharge side of the machine-equipped pump 301. That is, since the dual fuel engine is driven in the DE mode at the time of start-up, fuel gas is not required. Therefore, in order to warm up the engine while the ship is stopped, it is only necessary to circulate the engine coolant and heat the LNG. Thus, it is not necessary to generate fuel gas. For this reason, the engine cooling water heated by the heater 307 may be returned directly to the downstream engine without being sent to both the carburetors 107 and 102.

(2) Operation procedure of gas engine, dual fuel engine <Operation preparation>
1) Set the "operation preparation" SW of the engine control device to ON manually and run the automatic control sequence for the engine auxiliary equipment.

  2) The electric temperature adjusting three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by feedback control so that the temperature T1 of the thermometer 309 becomes a predetermined temperature TF (for example, 80 ° C.). However, even in this state, since there is no heat source while the engine is stopped, the temperature T1 of the thermometer 309 does not exceed the temperature TF, and the electric temperature control valve 305 while the engine is stopped is fully closed on the cooler 308 side. The electric temperature adjusting three-way valve 305 is driven by an electric motor, the opening degree is adjusted by a current signal, and the flow rate at the outlet in two directions is adjusted.

  3) If the temperature T1 of the thermometer 309 is equal to or lower than a predetermined temperature TL (for example, 40 ° C.) with the automatic control sequence of the engine auxiliary machinery running, the heater 307 and the electric pump 302 are turned on. . On the other hand, if the temperature T1 of the thermometer 309 is a predetermined temperature TH (for example, 60 ° C.), the heater 307 and the electric pump 302 are turned off. Accordingly, the temperature T1 of the engine cooling water is controlled so as to exceed the temperature TL (for example, 50 ° C.) and be maintained at the temperature TH (for example, about 60 ° C.). If the temperature T1 of the engine cooling water is a temperature TL (for example, 50 ° C.) at the start of operation preparation, the electric pump 302 is not operated. For this reason, the temperature T1 of the engine cooling water cannot be measured accurately. However, the heat source of the cooling water is the engine. When the cooling water is not circulated, T1 does not become higher than the temperature of the engine, and there is no problem if the cooling water temperature is lower than TF. Therefore, it is not necessary to rotate the electric pump 302 in order to accurately measure the cooling water temperature T1.

<start operation>
4) Manually turn on the “Start” SW of the engine control unit. If the interlock of the malfunction of the control device, sensor, etc. is not applied, the starting sequence starts and the operation is in “DE mode”. Even if the temperature T1 of the engine cooling water exceeds the range of the temperature TL (for example, 60 ° C.) and enters the range of the temperature TH in the above preparation for operation, the start sequence starts running.

  5) The gas fuel engine 106 rotates, and the machine-equipped pump 301 and the machine-equipped pump 312 rotate. The seawater is taken in from the outside of the ship by the rotation of the machine-equipped pump 312, supplied to the cooler 308 or the like, used as cooling water, and then discharged outside the ship.

  6) The rotational speed N of the gas fuel engine 106 is read by the tachometer 111.

  7) When the engine is started and the rotation speed N becomes equal to or higher than a predetermined rotation speed N1 (for example, 150 rotations per minute), the electric pump 302 and the heater 307 are turned off. When the temperature T1 of the thermometer 309 reaches a predetermined temperature TF (for example, 80 ° C.), the electric temperature adjusting three-way valve 305 is in a state of adjusting the amount of engine cooling water flowing to the cooler 308 by the feedback control.

<Start gas operation>
8) Set the operation mode of the engine control device to “GE mode” manually. Then, the electric on-off valve 109 and the electric on-off valve 110 are fully opened, and the shutoff valve 105 is opened. However, when the engine coolant temperature T1 is lower than the temperature range TH (for example, 50 ° C.), it is automatically canceled and the “DE mode” is set. In addition, when there is no LNG vaporized gas in the piping for the first time operation (when the pressure gauge (not shown) upstream of the pressure regulating valve 104 is not higher than the predetermined pressure), the timer starts when the GE mode is entered, The shutoff valve 105 is opened after a predetermined time (for example, several tens of seconds).

  9) The LNG that has passed through the electric on-off valve 109 flows to the tank booster carburetor 107 by its own weight, and is vaporized and expanded to become a high pressure. The vaporized LNG is regulated by the pressure regulating valve 108 so as to push out the LNG in the liquefied gas storage tank 101. The LNG pushed out of the liquefied gas storage tank 101 passes through the supply vaporizer 102 via the electric on-off valve 110 and is vaporized. The vaporized LNG is regulated by the pressure regulating valve 104 through the buffer tank 103, and is supplied to the dual fuel engine through the shut-off valve 105.

 10) Note that the vaporized LNG passes through the buffer tank 103, and the heat generation amount fluctuation is suppressed. The volume of the buffer tank 103 is preferably such that the dual fuel engine can have a capacity equal to or greater than the amount of fuel gas consumed in, for example, 3 minutes during rated load operation.

11) The pressure at the outlet of the pressure regulating valve 104 is adjusted by the engine control device according to the engine load and operating conditions.
With the above, operation with gas fuel is performed.

<LNG tank decompression operation>
12) When the liquefied gas storage tank 101 is replenished with LNG or docked, the load factor of the engine is reduced in the “GE mode” in order to reduce the pressure in the liquefied gas storage tank 101 (for example, 25%), the set value of the pressure regulating valve 108 is lowered to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully opened, and the electric on-off valve 110 is fully closed.

 13) When the pressure in the liquefied gas storage tank 101 falls to a predetermined pressure (for example, 0.25 MPa), the electric on-off valve 112 is fully closed, and the “LNG tank pressure reducing operation” is ended.

 14) After the “LNG tank decompression operation” is completed, the electric on-off valve 110 may be fully opened again to continue the GE mode, or the electric on-off valve 110 may be left fully closed and the process may proceed to “end of gas operation”. .

<End of gas operation>
15) Manually switch the operation mode of the engine control device from “GE mode” to “DE mode”. It should be noted that when the gas operation device breaks down, it may be automatically switched to the “DE mode”.

16) As a result, the electric on-off valve 109, the electric on-off valve 110, and the shutoff valve 105 are fully closed.
As described above, operation with diesel fuel is performed.

<End of operation>
17) Manually set the “stop operation” SW of the engine control device to ON.
18) When the rotational speed N of the gas fuel engine 106 decreases and becomes less than the predetermined rotational speed N1, the electric pump 302 is turned on.
19) After a predetermined time (for example, about 5 minutes) elapses after the electric pump 302 is turned on, the electric pump 302 is turned off.

  As described above, according to the seventh embodiment, in the dual fuel engine, the tank boosting vaporizer 107 for boosting the inside of the liquefied gas storage tank 101 and the liquefied gas fuel from the liquefied gas storage tank 101 are vaporized to gas. The engine cooling water is passed through both of the supply carburetors 102 supplied to the fuel engine 106, and the liquefied gas is heated in both the carburetors 107 and 102 by effectively utilizing the heat of the engine cooling water. As a result, the inside of the liquefied gas storage tank 101 is maintained at a predetermined pressure, and the liquefied gas fuel can be accurately supplied to the supply carburetor 102 at that pressure, and even during high load operation of the gas fuel engine 106 that is a dual fuel engine. A sufficient amount of LNG gas can be supplied to the gas fuel engine 106.

8). Configuration common to each embodiment (corresponding to FIGS. 8 and 9 and claims 9 and 10)
1) About deaeration expansion tank 310 etc. (FIG. 8)
The branch 311 is a tubular member, and the inside is a cavity. The top inner surface has a curved shape so that bubbles do not accumulate. The upstream side of the engine coolant circulation path 200 connected to the engine coolant outlet OUT is connected so as to be substantially orthogonal to the center of the peripheral wall of the branch 311. The pipe R2 from the upper outlet of the branch 311 extends through the bottom of the deaeration expansion tank 310 to the upper part of the bottom, and the lower outlet of the branch 311 is connected to the downstream side of the engine coolant circulation path 200. Yes. The deaeration expansion tank 310 is disposed at the highest position of the engine cooling water circulation path 200. The deaeration expansion tank 310 is a substantially cylindrical container, and its upper surface is directly or indirectly released to the outside air. The inside of the deaeration and expansion tank 310 is divided into two spaces S1 and S2 by a vertical partition plate 50. However, since the lower corner of the partition plate 50 is notched and released, the two The spaces S1 and S2 communicate with each other, and water can freely move between the spaces S1 and S2. As described above, the pipe R2 from the upper outlet of the branch 311 passes through the bottom plate at one position so as to communicate with one space S1 of the deaeration expansion tank 310, and the opening of the pipe R2 is opened. Is located above the bottom plate in the tank 310. Further, the return pipe R1 connected to the downstream side of the engine coolant circulation path 200 is connected and opened at the other position of the bottom plate so as to communicate with the other space S2 of the deaeration and expansion tank 310.

  In the above configuration, the engine cooling water that has entered the branch 311 from the engine cooling water circulation path 200 collides with the inner surface of the peripheral wall of the branch 311 and splits up and down, and the gas component contained in the water is separated and foamed. As it manifests. The engine cooling water and the bubbles guided upward enter one space S1 of the deaeration expansion tank 310 located above. The bubbles rise in the water in the deaeration expansion tank 310 and are released to the atmosphere. The engine coolant that has collided with the inner surface of the peripheral wall of the branch 311 to remove the gas component and led downward is flowing downstream of the engine coolant circulation path 200.

  The engine circulating water in the deaeration and expansion tank 310 flows from the lowest part of the other space S2 separated by the partition plate 50 from the one space S1 into which bubbles are introduced, to the engine cooling water circuit 200 through the return pipe R1. Return. Here, in one space S1, the position where the foam is introduced is above the bottom plate, and in the other space S2 separated from the one space S1 by the partition plate 50, the return pipe R1 for leading water is Open to the lowest bottom plate. For this reason, in the inside of the deaeration and expansion tank 310, bubbles released at a relatively high position inside one space S1 move to the other space S2 that is isolated from this, and reach the lowest bottom plate. The possibility of entering the opened return pipe R1 is low. Therefore, the gas, that is, the bubbles in the engine circulation water is surely released and removed to the outside and does not return to the engine cooling water circuit 200 again.

  Note that there may be a case where it is necessary to consider the possibility that the fuel gas generated by vaporizing the LNG is mixed into the engine circulating water due to a malfunction of the supply carburetor 102. Even if such a problem occurs, the fuel gas mixed in the engine circulating water is collected in the deaeration expansion tank 310 and dissipated. If the detection means is provided so that the fuel gas can be detected, even if a malfunction of the supply vaporizer 102 as described above occurs, it can be detected without delay and necessary safety measures can be taken, The occurrence of danger can be avoided in advance. Specifically, when operating as a dual fuel engine, the danger can be avoided by switching from the GE mode to the DE mode, and when operating as a gas-only combustion engine, stop the operation immediately. Can avoid danger.

2) Effect of suppressing heat generation fluctuation by the buffer tank 103 (FIG. 9)
The vaporized LNG passes through the buffer tank 103, thereby suppressing the fluctuation of the heat generation amount. In each of the above embodiments, as shown in each drawing, a buffer tank 103 is provided in the gas fuel supply system. Although not shown, a calorific value meter is provided on each of the inlet side and the outlet side of the buffer tank 103. The action and effect of suppressing the fluctuation of the calorific value by the buffer tank 103 will be described with reference to a graph showing the temporal fluctuation of the indicated value of the calorimeter.

  FIG. 9A shows the change over time in the indicated value of the calorimeter provided on the inlet side of the buffer tank 103, and FIG. 9B shows the calorimeter of the calorimeter provided on the outlet side of the buffer tank 103. The time change of the indicated value is shown. This calorimeter can indicate the calorific value from the density of the gas as a comparison value (relative value) with a predetermined reference value. All graphs are measured until 40 minutes have passed since the system of each embodiment was started. Variations are shown as an example.

  When the gas fuel engine 106 is operated in the system of each embodiment, it is normal that the engine operation output fluctuates due to fluctuations in ship operation conditions and other conditions. For this reason, it is inevitable that the temperature of the engine cooling water circulating through the engine cooling water circulation path 200 also varies, and the energy of the engine cooling water that vaporizes LNG in the supply carburetor 102 also varies. Variations occur in the components of the fuel gas obtained by vaporizing LNG. This is because when LNG is vaporized by applying heat, the fuel gas contains various gas components such as methane and butane, but the composition ratio of the gas components varies depending on the amount of heat given, and as a result Variations occur in the amount of heat generated as the obtained fuel gas. Since such a state is not preferable when the engine is operated, the calorific value of the fuel gas supplied to the engine is preferably as uniform as possible.

  Therefore, in each embodiment, the buffer tank 103 capable of storing a considerable amount of fuel gas is provided between the supply carburetor 102 and the gas fuel engine 106. As a result, even if the fuel gas supplied from the supply vaporizer 102 varies in calorific value, it can be mixed by storing it in the buffer tank 103 and sent out after being made uniform. That is, the fuel gas supplied from the buffer tank 103 has a uniform calorific value, and thus the output of the gas fuel engine 106 is stabilized.

  As shown in FIG. 9A, the fuel gas from the supply carburetor 102 sent to the buffer tank 103 has a large temporal variation in the calorific value. In particular, when the engine is started, the amount of heat fluctuates greatly, ranging from 0.95 to 1.09. Even after a considerable amount of time has elapsed after starting, the range of fluctuation is less than 0.96 to 1.02. Never become.

  On the other hand, as shown in FIG. 9B, the fuel gas supplied from the buffer tank 103 to the engine has a small calorific value variation over time and is stable. When the engine is started, the fluctuation range of the heat generation amount is as small as 1.00 to 1.02, and after the start, after 10 minutes, the heat generation amount hardly changes and is stable.

  Therefore, according to the system of each embodiment, as explained in each section, the inside of the liquefied gas storage tank 101 is maintained at a predetermined pressure by the fuel gas produced by effectively using the heat of the engine cooling water, The liquefied gas fuel can be accurately supplied to the supply vaporizer 102 at that pressure, and the gas fuel can be accurately generated by effectively using the heat of the engine cooling water, which is sufficient for high-load operation of the gas fuel engine 106. The effect that the fuel gas can be supplied to the gas fuel engine 106 is obtained. Further, the fuel gas is temporarily stored in the buffer tank 103 and stabilized after the amount of heat generated from the fuel gas is stabilized, thereby supplying the gas fuel engine. A remarkable synergistic effect that the operation of 106 is further stabilized can be obtained.

9. Correspondence between each embodiment and claims In the above description (item numbers 1 to 8) regarding each embodiment, the number of the claim corresponding to each embodiment is shown in the title of each item. Some of them are not shown as corresponding to the embodiments. However, the contents of the claimed invention not shown in the title of each embodiment item are also within the scope of the disclosure of the present application with reference to the entire gist of the claim and the description. It is clear.

  That is, claim 2 is a content that describes the contents of the invention described in claims 3 to 6 in a higher concept, and is fully supported by the description of this specification, for example, the contents of Embodiments 2 to 8. ing.

  Further, the fifth aspect of the present invention is characterized in that the cooling bypass passage 201 is located downstream of the vaporizers 107 and 102 and the heating bypass passage 203 is located upstream of the vaporizers 107 and 102. The contents obtained by appropriately combining the constituent elements of the invention described in 3 to 4 are sufficiently supported by the description of the present specification, for example, the contents of Embodiments 2 to 5 and 8.

  Needless to say, the contents of claims 7, 8, and 11, which are dependent claims, are fully described in each embodiment.

DESCRIPTION OF SYMBOLS 101 ... Liquefied gas storage tank 102 ... Supply vaporizer 103 ... Buffer tank 106 ... Gas fuel engine 107 ... Tank pressure | voltage rise vaporizer 200 ... Engine cooling water circulation path 201 ... Cooling bypass path 203 ... Heating bypass path 202 ... Bypass a pump with a machine Bypass passage 302 ... Electric pump that circulates and transfers engine cooling water 307 ... Heater 308 ... Cooler 310 ... Deaeration expansion tank PA3 ... Introduction pipe as fuel gas line CV ... Check valve

Claims (11)

A liquefied gas storage tank;
A tank booster vaporizer for boosting the inside of the liquefied gas storage tank;
A supply carburetor for vaporizing liquefied gas fuel from the liquefied gas storage tank and supplying it to a gas fuel engine;
Interposing a heater and a machine-equipped pump driven by the rotation of the gas fuel engine, passing engine cooling water from the gas fuel engine in parallel or in series with the tank booster vaporizer and the supply vaporizer, An engine coolant circulation circuit to be returned to the gas fuel engine;
A cooling bypass path for engine cooling water provided in the engine cooling water circulation path through a cooler using seawater as a refrigerant;
Provided in a bypass path that bypasses the machine-equipped pump or other bypass path of the engine cooling water circulation path excluding the cooling bypass path, and bypasses the machine-pump while the machine pump is stopped An electric pump for circulating transfer;
A liquefied gas supply device for a marine propulsion gas fuel engine. A liquefied gas storage tank;
A tank booster vaporizer for boosting the inside of the liquefied gas storage tank;
A supply vaporizer that vaporizes liquefied gas fuel from a liquefied gas storage tank and supplies it to a gas fuel engine;
A gas-powered pump driven by rotation of the gas fuel engine is interposed, and engine cooling water from the gas fuel engine is passed in parallel or in series with the tank booster vaporizer and the supply vaporizer, and the gas fuel engine An engine coolant circulation circuit to be returned to
A cooling bypass path for engine cooling water provided in the engine cooling water circulation path through a cooler using seawater as a refrigerant;
A heating bypass path for engine cooling water provided in the engine cooling water circulation path through a heater;
Provided in a bypass path bypassing the machine-equipped pump or other bypass path of the engine cooling water circulation path excluding the cooling bypass path, and bypassing the machine-mounted pump while the engine-equipped pump is stopped An electric pump for circulating transfer;
A liquefied gas supply device for a marine propulsion gas fuel engine. A liquefied gas storage tank;
A tank boosting vaporizer for boosting the inside of the liquefied storage tank;
A supply vaporizer that vaporizes liquefied gas fuel from a liquefied gas storage tank and supplies it to a gas fuel engine;
A gas-powered pump driven by rotation of the gas fuel engine is interposed, and engine cooling water from the gas fuel engine is passed in parallel or in series with the tank booster vaporizer and the supply vaporizer, and the gas fuel engine An engine cooling water circulation path to be returned to
A cooling bypass passage for engine cooling water via a cooler using seawater as a refrigerant and a heating bypass passage for engine cooling water via a heater are downstream of the tank booster vaporizer and the supply vaporizer in the engine cooling water circulation passage. Provided on the side,
An electric pump that circulates and transfers engine cooling water while the machine-equipped pump is stopped is provided in a bypass path that bypasses the machine-equipped pump or other bypass path of the engine cooling water circulation path that excludes the cooling bypass path A liquefied gas supply device for a marine propulsion gas fuel engine. A liquefied gas storage tank;
A tank boosting vaporizer for boosting the inside of the liquefied storage tank;
A supply vaporizer that vaporizes liquefied gas fuel from a liquefied gas storage tank and supplies it to a gas fuel engine;
A gas-powered pump driven by rotation of the gas fuel engine is interposed, and engine cooling water from the gas fuel engine is passed in parallel or in series with the tank booster vaporizer and the supply vaporizer, and the gas fuel engine An engine cooling water circulation path to be returned to
A cooling bypass passage for engine cooling water via a cooler using seawater as a refrigerant and a heating bypass passage for engine cooling water via a heater are upstream of the tank boost carburetor and the supply carburetor in the engine cooling water circulation passage. Provided on the side,
An electric pump that circulates and transfers engine cooling water while the machine-equipped pump is stopped is provided in a bypass path that bypasses the machine-equipped pump or other bypass path of the engine cooling water circulation path that excludes the cooling bypass path A liquefied gas supply device for a marine propulsion gas fuel engine. A liquefied gas storage tank;
A tank boosting vaporizer for boosting the inside of the liquefied storage tank;
A supply vaporizer that vaporizes liquefied gas fuel from a liquefied gas storage tank and supplies it to a gas fuel engine;
A gas-powered pump driven by rotation of the gas fuel engine is interposed, and engine cooling water from the gas fuel engine is passed in parallel or in series with the tank booster vaporizer and the supply vaporizer, and the gas fuel engine An engine cooling water circulation path to be returned to
A cooling bypass passage for engine cooling water interposing a cooler using seawater as a refrigerant is provided downstream of the tank booster vaporizer and the supply vaporizer in the engine cooling water circulation passage,
A heating bypass passage for engine cooling water with a heater interposed is provided upstream of the tank boosting vaporizer and the supply vaporizer in the engine cooling water circulation passage,
An electric pump that circulates and transfers engine cooling water while the machine-equipped pump is stopped is provided in a bypass path that bypasses the machine-equipped pump or other bypass path of the engine cooling water circulation path that excludes the cooling bypass path A liquefied gas supply device for a marine propulsion gas fuel engine. A liquefied gas storage tank;
A tank boosting vaporizer for boosting the inside of the liquefied storage tank;
A supply carburetor that vaporizes liquefied gas fuel from a liquefied gas storage tank and supplies it to a dual fuel engine as a gas fuel engine;
The gas fuel engine is provided by interposing a pump with a machine driven by the rotation of the dual fuel engine, and passing engine cooling water from the dual fuel engine in parallel or in series with the tank booster vaporizer and the supply vaporizer. An engine coolant circulation circuit to be returned to
A cooling bypass path for engine cooling water provided in the engine cooling water circulation path through a cooler using seawater as a refrigerant;
An electric pump that circulates and transfers engine cooling water and a heater, and a heating bypass path for engine cooling water that bypasses the tank boost vaporizer, the supply vaporizer, and the machine-equipped pump in the engine cooling water circulation path;
A liquefied gas supply device for a marine propulsion gas fuel engine. The ship propulsion according to any one of claims 1 to 6, further comprising a fuel gas line that supplies only the gaseous liquefied gas fuel in the upper part of the liquefied gas storage tank to the supply vaporizer. A liquefied gas supply device for a gas fuel engine. 8. The engine cooling water circulation path on the discharge side of the machine-equipped pump and a bypass path that bypasses the machine-equipped pump, respectively, are joined after a check valve is interposed. The liquefied gas supply device for a ship propulsion gas fuel engine according to any one of the preceding claims. 9. The deaeration / expansion tank for removing the gas in the engine cooling water and absorbing the expansion / contraction of the volume due to the temperature of the engine cooling water is interposed in the engine cooling water circulation path. The liquefied gas supply device for a ship propulsion gas fuel engine according to any one of the preceding claims. A buffer tank is provided between the supply carburetor and the gas fuel engine, and the buffer tank has a capacity equal to or greater than the amount of fuel gas consumed in 3 minutes during rated load operation of the gas fuel engine. The liquefied gas supply device for a ship propulsion gas fuel engine according to any one of claims 1 to 9. Before starting the gas fuel engine, if the temperature of the engine coolant at the outlet of the gas fuel engine is TL (a predetermined temperature within a range of 45 ° C. or more and less than 55 ° C.), the electric pump and the heater are started. The engine cooling water is heated by flowing the engine cooling water through the heater, and the temperature of the engine cooling water at the outlet of the gas fuel engine is TH (a predetermined temperature within a range of 55 ° C. or more and less than 64 ° C.). If there is, keep at least the heater stopped,
The amount of engine cooling water flowing to the cooler is adjusted so that the temperature of the engine cooling water at the outlet of the gas fuel engine after startup of the gas engine becomes TF (a predetermined temperature within a range of 75 ° C. or more and less than 90 ° C.) The liquefied gas supply device for a ship propulsion gas fuel engine according to any one of claims 1 to 10, wherein