KR102044266B1 - Fuel Supply System And Method For Ship Engines - Google Patents

Abstract

A fuel supply system of a marine engine is disclosed. The fuel supply system of the marine engine of the present invention, in the fuel supply system of the marine engine,
A first flow path connected to the LNG storage tank of the ship and supplying BOG (Boil Off Gas) generated from liquefied natural gas stored in the LNG storage tank to the high pressure gas injection engine of the ship; A second flow path for pumping and vaporizing the liquefied natural gas stored in the LNG storage tank of the ship and supplying the gas to the high pressure gas injection engine; And a stripping pump provided in the LNG storage tank of the ship to pump the liquefied natural gas remaining in the LNG storage tank, wherein the high-pressure gas injection engine receives the liquefied natural gas pumped from the stripping pump through a second flow path. do.

Description

Fuel Supply System And Method For Ship Engines

The present invention relates to a fuel supply system of a marine engine, and more particularly, in a vessel provided with a high-pressure gas injection engine, by using a stripping pump provided in an LNG storage tank of a vessel to pump liquefied natural gas remaining in an LNG storage tank. The present invention relates to a fuel supply system of a marine engine for supplying a pumped liquefied natural gas to a high-pressure gas injection engine by compressing and forcibly vaporizing it.

Liquefied Natural Gas (hereinafter referred to as "LNG") is a colorless and transparent liquid obtained by liquefying natural gas containing methane as its main component at about -162 ℃. It has a volume of about / 600. Therefore, when liquefied and transported with LNG when transporting natural gas, it can be transported very efficiently. For example, an LNG carrier that can transport (transport) LNG to sea is used.

Since the liquefaction temperature of natural gas is a very low temperature of -163 ℃ normal pressure, LNG is easily evaporated even if the temperature is slightly higher than the normal pressure -163 ℃. Although LNG storage tanks of LNG carriers are insulated, external heat is continuously transferred to LNG storage tanks, so LNG is naturally vaporized in LNG storage tanks during LNG transportation by LNG carriers. Boil-Off Gas (BOG) is generated in the storage tank.

BOG is a kind of LNG loss, which is an important problem in the transportation efficiency of LNG, and if boil-off gas accumulates in the LNG storage tank, the pressure in the LNG storage tank may be excessively increased and the tank may be damaged. Various ways to deal with this have been studied.

Recently, for the treatment of the BOG, a method of reliquefying the BOG to return to the storage tank, a method of using the BOG as an energy source of an engine of a ship, and the like have been used. And the excess BOG is used to burn in a gas combustion unit (gas combustion unit, GCU).

Gas combustion unit inevitably burns the excess BOG for pressure control of the storage tank when there is no other way to use the BOG, there is a problem that the chemical energy possessed by the BOG is wasted by combustion.

When applying a dual fuel (DF) engine as a main propulsion device in the propulsion system of the LNG carrier, the boil-off gas generated in the LNG storage tank can be used as the fuel of the DF engine to process the boil-off gas. When the amount of boil-off gas generated in the LNG storage tank exceeds the amount of fuel used for propulsion of the vessel in the DF engine, the boil-off gas may be sent to a gas combustor for incineration to protect the LNG storage tank.

Application No. 10-2010-0116987

A DF engine is used as a propulsion system for ships, and an engine using high pressure gas is being developed. In the propulsion system of such a ship, the fuel supply device of the engine may be provided in dual in preparation for the suspension of operation in the event of a device failure.

When a high pressure gas injection engine is configured in a propulsion system in an LNG carrier to supply BOG generated during LNG transportation as fuel for a marine engine, two sets of compressors are provided, which are generated when the cargo tank is filled with LNG. Since there are many, it can be compressed and supply fuel, but it is difficult to supply sufficient fuel because there is little BOG that occurs when the amount of LNG loaded into cargo tank by loading and unloading LNG is small.

Compression and vaporization of LNG instead of BOG constitutes a high-pressure gas injection engine that consumes LNG stored in a cargo tank, so stable fuel supply is possible, but a large amount of BOG generated in the full loading state of LNG is not utilized. There is a problem that cannot be wasted, and the cargo tank of the ship, such as a pump for liquefied gas unloading, a stripping pump for raising the liquefied gas remaining in the cargo tank after unloading, FG pump for transferring the liquefied gas for supplying the engine fuel Since the number of constituent devices increases, it takes up a lot of space in the cargo tank, and there is also a problem that management of the equipment is difficult.

Therefore, while fully utilizing the generated BOG, it is necessary to supply fuel stably even when the generation of BOG is small, and to reduce the number of equipment installed in the LNG storage tank.

According to an aspect of the invention, the stripping pump is provided in the LNG storage tank of the ship for pumping the liquefied natural gas remaining in the LNG storage tank;

A first flow path connected to the LNG storage tank of the ship and supplying BOG (Boil Off Gas) generated from the liquefied natural gas stored in the LNG storage tank to the high pressure gas injection engine of the ship; And

Including a second flow path for pumping and vaporizing the liquefied natural gas stored in the LNG storage tank of the ship to the high-pressure gas injection engine,

The high pressure gas injection engine is provided with a fuel supply system of a marine engine, characterized in that the liquefied natural gas pumped from the stripping pump is supplied through the second flow path.

The high pressure gas injection engine uses high pressure gas compressed at a high pressure of 150 to 400 bar as a fuel, and when the BOG generated in the LNG storage tank satisfies the fuel requirement of the high pressure gas injection engine, When the BOG is supplied, and the amount of generation of the BOG is less than the fuel required amount, the liquefied natural gas may be supplied.

The second flow path is supplied with the liquefied natural gas of the LNG storage tank pumped by the stripping pump and pumped at high pressure, and the liquefied natural gas pumped by the high pressure pump is vaporized and supplied to the high pressure gas injection engine. A vaporizer can be provided.

A compressor for compressing the BOG is provided in the first flow path, and the compressor may include a plurality of compressors and a plurality of intercoolers.

The fuel supply system may further include a third flow path branched from the first flow path for supplying the BOG, which exceeds the fuel required amount of the high pressure gas injection engine, to the DFDE or the GCU.

The high-pressure gas injection engine is supplied by compressing the BOG compressed by the compressor in the laden condition of the vessel, and pumped and vaporized the liquefied natural gas stored in the LNG storage tank in the ballast condition of the vessel. Can be.

According to another aspect of the present invention, in the fuel supply method of the marine engine, if the BOG generated from the liquefied natural gas stored in the LNG storage tank of the vessel meets the fuel requirement of the high-pressure gas injection engine for propulsion of the vessel the BOG Compressed and supplied to the high-pressure gas injection engine, and if the amount of generation of the BOG is less than the fuel required amount, the liquefied natural gas is pumped and forced vaporized to be supplied to the high-pressure gas injection engine, the liquefied natural remaining in the LNG storage tank The liquefied natural gas is transferred to a stripping pump for pumping gas and supplied to the high pressure gas injection engine, and the LNG storage tank is not provided with a separate pump for transferring the liquefied natural gas to the high pressure gas injection engine. There is provided a fuel supply method of a marine engine.

The high pressure gas injection engine may use a high pressure gas compressed to a high pressure of 150 to 400 bar as a fuel.

The fuel supply system of the marine engine of the present invention, in a vessel provided with a high-pressure gas injection engine, if the BOG generated in the LNG storage tank having a first flow path and a second flow path meets the fuel requirement of the high-pressure gas injection engine, If BOG is used as a flow path and the amount of BOG generated is less than the required fuel, the pumped and vaporized liquefied natural gas is supplied to the high-pressure gas injection engine. By vaporizing and supplying to the high pressure gas injection engine, a separate pump for supplying liquefied natural gas to the high pressure gas injection engine is not constituted. Through this, it is possible to stably supply fuel to the high-pressure gas injection engine by supplying BOG and LNG, while reducing the number of pumps provided in the LNG storage tank, thereby improving space efficiency inside the tank and facilitating maintenance of the device. .

1 shows a schematic configuration of a fuel supply system of a marine engine according to a first embodiment of the present invention.
2 schematically illustrates a hybrid fuel supply system according to a second embodiment of the present invention.

In order to fully understand the present invention, the operational advantages of the present invention, and the objects achieved by the practice of the present invention, reference should be made to the accompanying drawings which illustrate preferred embodiments of the present invention and the contents described in the accompanying drawings.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference numerals in the drawings denote like elements.

1 schematically shows a fuel supply system of a marine engine according to a first embodiment of the present invention.

As shown in FIG. 1, the fuel supply system of the marine engine of the present embodiment includes a stripping pump 100 provided in an LNG storage tank CT of a ship and pumping liquefied natural gas remaining in the LNG storage tank CT; The first flow path L1 connected to the LNG storage tank CT of the ship and supplying BOG (Boil Off Gas) generated from liquefied natural gas stored in the LNG storage tank CT to the high pressure gas injection engine 200 of the ship And a second flow path L2 for pumping and vaporizing the liquefied natural gas stored in the LNG storage tank CT of the ship to supply the high pressure gas injection engine 200, wherein the high pressure gas injection engine 200 includes a stripping pump. It is provided with a fuel supply system of a marine engine, characterized in that the liquefied natural gas pumped from the (stripping pump, 100) is supplied through the second flow path (L2).

In order to supply liquefied natural gas stored in the LNG storage tank CT to the high-pressure gas injection engine 200 as a fuel, a pump for transferring the liquefied natural gas from the LNG storage tank CT is required. In order to pump the liquefied natural gas remaining in the LNG storage tank (CT) when unloading the liquefied natural gas, the stripping pump 100 provided in the LNG storage tank (CT) to the high-pressure gas injection engine 200 The fuel supply system for use in fuel supply. The fuel supply system may be configured by using a spray pump (not shown) provided in the LNG storage tank CT. The spray pump is a pump for pumping LNG by a spray device (not shown) provided in a storage tank, and may be provided in an LNG pump tower (not shown).

In this embodiment, the high-pressure gas injection engine 200 uses a high-pressure gas compressed to a high pressure of 150 to 400 bar as a fuel, the BOG generated in the LNG storage tank (CT) is the fuel required amount of the high-pressure gas injection engine 200 If meets the BOG is supplied to the first flow path (L1), if the generation amount of the BOG is less than the fuel required can be supplied with the pumped and vaporized liquefied natural gas.

The high-pressure gas injection engine 200 receives, for example, compressed BOG compressed by the compressor 300 in a laden condition of a ship, and pumps liquefied natural gas stored in an LNG storage tank (CT) in a ballast condition of a ship. It can be driven by being supplied by vaporization.

The ship's laden condition refers to when LNG is fully loaded in the LNG storage tank (CT). At this time, the amount of BOG generated in the LNG storage tank (CT) is also large. Ballast condition means less LNG is stored in LNG storage tank (CT) by unloading LNG. In this embodiment, the BOG is supplied to the ship's propulsion engine so as to effectively utilize a large amount of BOG generated from the LNG storage tank (CT) of the LNG carrier, in particular, in consideration of this point, according to the laden condition and the ballast condition. The system is configured to effectively fuel the propulsion engine.

Although there are differences depending on the conditions of the storage tank capacity and the external temperature, for example, the amount of BOG generated in the LNG storage tank (CT) is 3 to 4 ton / h in the laden condition, ballast condition in the case of 150000㎥ capacity vessel In the range of 0.3 to 0.4 ton / h. In the ME-GI engine, which is a type of the high-pressure gas injection engine 200, it is known that fuel of 1 to 4 ton / h is required depending on the load. On the other hand, in recent years, since the BOR (Boil Off Rate) is decreasing as the insulation performance of a ship is improved, the amount of BOG generation is also decreasing.

In this embodiment, the compressor 300 for compressing the BOG is provided in the first flow path L1, and the compressor 300 may include a plurality of compressors 301 and a plurality of intercoolers 302. In this way, the compressor 300 may be provided with only one set composed of multiple stages.

The present embodiment constitutes a fuel supply flow path that is dualized into the first flow path L1 and the second flow path L2, thereby constructing extra equipment, such as an additional compressor, which is not normally used to satisfy redundancy. You can't.

Redundancy is placed in the standby state when the main component equipment is configured to perform redundant functions and performs the required functions, and redundancy is performed to perform the function when the main component equipment is not operated due to a malfunction. It is designed to be redundant, with redundant equipment designed to meet this redundancy, mainly for rotating equipment. In the fuel supply system according to the present embodiment, a compressor or a pump for pumping corresponds to this. In this embodiment, since the fuel supply flow path is dualized, the liquefied natural gas may be supplied as fuel through the second flow path L2 even when there is no spare compressor when the compressor 300 is abnormal.

At this time, about 2 kW of power is consumed to drive the compressor 300 to supply the compressed fuel to the ME-GI engine. In the case of the high pressure pump 210, about 100 kW of power is consumed. It may be advantageous to configure only the high pressure pump 210 considering only the power consumption consumed when fueling. However, as described above, there is a problem of reliquefying or burning a large amount of BOG generated in the LNG storage tank (CT), so it is necessary to properly configure the system in consideration of efficient utilization of BOG, power consumption, system configuration cost, redundancy, and the like. Can be. Therefore, an additional compressor (not shown) may be configured to stably supply BOG generated in the LNG storage tank CT as fuel to the high-pressure gas injection engine 200.

The high pressure pump 210 receives the liquefied natural gas of the LNG storage tank CT pumped from the stripping pump 100 and pumps the gas at a high pressure, and the liquefied natural gas pumped from the high pressure pump 210 in the second flow path L2. The vaporizer 220 may be provided to vaporize and supply the gas to the high pressure gas injection engine 200.

The high pressure gas injection engine 200 may be, for example, a main engine gas injection (ME-GI) engine that receives a high pressure gas compressed to 150 to 400 bar as a fuel.

ME-GI engines are engines that can be used in ships and are high pressure natural gas injection engines for LNG carriers developed to reduce NOx and SOx emissions. ME-GI engines can be installed on offshore structures, such as LNG carriers, which store and transport LNG (Liquefied Natural Gas) in cryogenic storage tanks, and use natural gas as fuel, depending on the load. High pressure gas supply pressure of 400 bara (absolute pressure) is required, and it is the next generation eco-friendly that can reduce pollutant emissions by 23% of carbon dioxide, 80% of nitrogen compounds, and 95% of sulfur compounds, compared to diesel engines of the same output. It is in the spotlight as an engine.

In the case of offshore structures or ships equipped with ME-GI engines that pump, forcibly vaporize, and consume LNG as fuel, reliquefaction is required to treat Boil Off Gas (BOG) generated from LNG storage tanks (CT). Although there is still a need for a BOG processing unit such as a Reliquefaction unit and a Gas Combustion Unit (GCU), the present embodiment reconfigures a hybrid fuel supply system that selectively supplies BOG and LNG as fuel according to conditions. The amount of BOG liquefied or burned can be reduced. The ship of this embodiment may be provided with a single or a plurality of ME-GI engine.

This embodiment may operate as follows according to the amount of BOG generated in the LNG storage tank (CT).

First, when the generation amount of BOG is large as in the laden condition and the fuel required amount of the high pressure gas injection engine 200 is satisfied, the high pressure gas injection engine 200 is required by the compressor 300 provided in the first flow path L1. It is supplied after compressing it to a pressure.

The compressor 300 may be a multi-stage configuration in which a plurality of compressors 301 and a plurality of intercoolers 302 (intercoolers) are alternately arranged as described above, which is required in the high pressure gas injection engine 200. It may be variously configured according to the temperature and pressure conditions of the natural gas.

Next, when a ballast condition with a small amount of BOG is generated in the LNG storage tank CT or when an apparatus abnormality occurs in the first flow path L1, the high pressure pump 210 requests the high pressure gas injection engine 200. Pressure, for example, in the case of a ME-GI engine, is compressed to 150 to 400 bara, and is supplied to the high-pressure gas injection engine 200 by liquefied natural gas forcibly vaporized through the vaporizer 220. At this time, the high pressure pump 210 is provided on the upper deck, the liquefied natural gas stored in the LNG storage tank CT is transferred to the high pressure pump 210 by the stripping pump 100. In order to satisfy the reliability and redundancy of the equipment, a plurality of high-pressure pumps 210 may be provided in parallel in front of the vaporizer 220.

However, since the liquefied natural gas compressed in the high pressure pump 210 is in a supercritical state above the critical pressure, the vaporization in the vaporizer 220 does not mean that the phase change occurs from liquid to gas, but the compressed liquefied gas It means supplying heat energy to natural gas.

In this embodiment, the BOG, which branches in the first flow path L1 and exceeds the fuel required amount of the high-pressure gas injection engine 200, is transferred to the DFDE 400 (Dual Fuel Diesel Engine) or the GCU 410 (Gas Combustion Unit). It may further include a third flow path (L3) for supplying.

The DFDE 400 is an engine that mixes heavy oil and natural gas or selectively uses fuel as fuel. The DFDE 400 has a lower sulfur content than a case where only heavy oil is used as a fuel, and thus a sulfur oxide content in the exhaust gas is less.

In the present embodiment, the third flow path L3 is a portion of the compressor 300 in which the compressor 301 and the intercooler 302 are configured in multiple stages, and the first flow path L1 is compressed at a point where the BOG is compressed to the pressure required by the DFED. It may be provided branched from.

If the amount of BOG generated in the LNG storage tank (CT), such as ballast conditions, does not meet the fuel requirement required by the ME-GI engine, it may be supplied to the DFDE 400 via a part of the compressor 300 which is multistage. . When two of the compressors 300 including the five compressors 301 are supplied to the DFDE, the other three compressors 301 are idle. However, while the power required by the compressor 300 to supply BOG to the ME-GI engine is about 2 kW, the power required to idle some of the compressor 300 to supply BOG to DFDE is about 600 kW, and LNG Since the power consumed by the high pressure pump 210 is about 100 kW when pumping and vaporizing the gas to the ME-GI engine, BOG is generated when the amount of BOG generated is less than the fuel required of the high-pressure gas injection engine 200, such as a ballast condition. Feeding to DFDE 400 is advantageous in terms of power consumption. However, if necessary, even when the amount of BOG generation is less than the fuel required amount, while supplying to the high-pressure gas injection engine 200, LNG may be supplied to the high-pressure gas injection engine 200 by pumping and forcibly vaporizing LNG by a shortage of the fuel requirement.

On the other hand, in the ballast condition, since the generation amount of BOG is small, BOG can be collected and intermittently supplied to DFDE.

According to another aspect of the present invention, in the fuel supply method of the marine engine, the BOG generated from the liquefied natural gas stored in the LNG storage tank (CT) of the vessel is the fuel required amount of the high pressure gas injection engine for propulsion of the vessel 200 If satisfied, the BOG is compressed to be supplied to the high pressure gas injection engine 200, and if the amount of generation of the BOG is less than the required amount of fuel, the LNG is supplied to the high pressure gas injection engine 200 by pumping and forcibly liquefied natural gas. The liquefied natural gas is transferred to the stripping pump 100 for pumping the liquefied natural gas remaining in the CT and supplied to the high pressure gas injection engine 200, and the LNG storage tank CT is supplied with the liquefied natural gas to the high pressure gas injection engine. Provided is a fuel supply method for a marine engine, characterized in that a separate pump for transferring to 200 is not provided.

The high pressure gas injection engine 200 may use a high pressure gas compressed at a high pressure of 150 to 400 bar as a fuel.

As described above, the fuel supply system of the marine engine of the first embodiment includes an LNG storage tank having a first flow path L1 and a second flow path L2 in a vessel provided with a high-pressure gas injection engine 200. When BOG generated in CT) meets the fuel requirement of the high pressure gas injection engine 200, BOG is injected into the first flow path L1, and when the amount of generation of BOG is less than the fuel requirement, the pumped and vaporized liquefied natural gas is injected with high pressure gas. Supplied to the engine 200, by using the stripping pump 100 provided in the LNG storage tank (CT) of the vessel to transfer the liquefied natural gas, compressed and vaporized and supplied to the high-pressure gas injection engine 200, liquefied natural gas It does not constitute a separate pump for supplying to the high-pressure gas injection engine 200.

As such, when a large amount of BOG is generated in the LNG storage tank CT of the ship, for example, when the BOden is compressed and supplied as a fuel of the high-pressure gas injection engine 200 in a ship's laden condition, the amount of generation of BOG is small. For example, in the ballast condition, the system is configured to supply the liquefied natural gas to the high-pressure gas injection engine 200, thereby satisfying redundancy and stably supplying fuel to the engine, and the amount of BOG that is burned and wasted by the GCU 410. It can reduce the cost and effectively utilize BOG.

In addition, by configuring the first and second flow paths (L1, L2) to meet the redundancy, but only one set of compressors 300 to reduce the number of compressors 300 to configure a compact system, installation and management of the system You can save money.

In addition, by using the stripping pump 100 installed to transfer the liquefied gas remaining after the unloading of the liquefied gas in the LNG storage tank (CT) by configuring the engine fuel supply system, a separate pump for the engine fuel supply is required It is possible to increase the space efficiency inside the tank by reducing the number of pumps provided in the LNG storage tank (CT), to increase the economics by reducing the cost of the separate pump configuration, and to facilitate the maintenance of the device. Can be.

2 is a block diagram showing a hybrid fuel supply system according to a second embodiment of the present invention. The hybrid fuel supply system of the present invention can be applied to, for example, an LNG carrier equipped with a MEGI engine as a main engine for propulsion.

2, a hybrid fuel supply system 1000 according to an embodiment of the present invention provides a path for transferring LNG from a cargo tank 1 to a main engine 3. A fuel supply line 1110 and a BOG line 1140 providing a path for transferring BOG (Boil Off Gas) generated from the storage tank 1 to the main engine 3. In addition, the hybrid fuel supply system 1000 using the BOG according to an embodiment of the present invention, LNG through the fuel supply line 1110 to the LNG pump (LNG pump) 1120 and LNG vaporizer (LNG vaporizer; 1130) To the main engine 1 as fuel, and the BOG is compressed by the BOG compressor 1150 via the BOG line 1140 to be supplied to the main engine 1 as fuel, from the BOG compressor 1150. Surplus BOG is fed to the integrated IGG / GCU system 1200.

The fuel supply line 1110 provides a path for transferring LNG supplied by the driving of the transfer pump 2 from the storage tank 1 of the LNGC to the main engine 3 as fuel, for example, and the LNG pump 1120. And LNG vaporizer 1130 is installed.

The LNG pump 1120 is installed to provide a pumping force necessary for the transfer of LNG to the fuel supply line 1110, and for example, an LNG HP pump (LNG High Pressure pump) may be used. Can be installed as possible.

The LNG vaporizer 1130 is installed at the rear end of the LNG pump 1120 in the fuel supply line 1110 to vaporize the LNG transported by the LNG pump 1120. For example, LNG is a fruit for the vaporization of LNG. Various heating means may be used to vaporize by heat exchange with fruit which is circulated and supplied through the circulation line 1131, and to provide vaporization heat of LNG, as another example. In addition, the LNG vaporizer 1130 may be used HP vaporizer (High Pressure vaporizer) that can be used at high pressure for the vaporization of LNG. On the other hand, the fruit circulated and supplied to the fruit circulation line (1131), for example, steam generated from the boiler may be used.

The BOG line 1140 provides a path for transferring the naturally occurring BOG from the storage tank 1 to the main engine 3, and is connected to the fuel supply line 1110 as in this embodiment, thereby making the BOG the main fuel. It can be supplied to the engine 3, alternatively, it can also provide a path for supplying the BOG directly to the main engine (3).

The BOG compressor 1150 is installed in the BOG line 1140 to compress the BOG passing through the BOG line 1140, and as in this embodiment, the BOG line 1140 in a single branch of the excess BOG line 1160 in the BOG line 1140 By being installed, it is possible to reduce the burden on the economic burden and maintenance and repair according to the installation of the expensive BOG compressor 1150.

The surplus BOG line 1160 provides a path for supplying the surplus BOG from the BOG compressor 1150 to the integrated IGG / GCU system 1200. The surplus BOG as an auxiliary engine, as well as the integrated IGG / GCU system 1200, is provided. Can be supplied as fuel.

The integrated IGG / GCU system 1200 is a system in which an Inert Gas Generator (IGG) and a Gas Combustion Unit (GCU) are integrated.

Meanwhile, the redundant BOG line 1160 and the fuel supply line 1110 may be connected to each other by the connection line 1170. Thus, the connection line 1170 may be used to use the excess BOG as the fuel of the main engine 1, or vaporized LNG may be used as the fuel in the integrated IGG / GCU system 1200. The connection line 1170 may be provided with a heater 1180 for heating the BOG or vaporized LNG passing through, and the pressure reduction valve for reducing the excessive pressure by adjusting the pressure by the BOG or vaporized LNG (Pressure Reduction) Valve (PRV) 1190 may be installed. On the other hand, the heater 1180 is a gas heater using the heat of combustion of the gas, or other heating means, including a fruit circulation supply for providing a heat source for heating by the circulation of the fruit may be used.

The operation of the hybrid fuel supply system according to the present invention will be described.

When the pressure in the storage tank 1 is equal to or greater than a predetermined pressure, the pressure in the storage tank 1 can be adjusted by compressing the BOG by the driving of the BOG compressor 1150 to supply the fuel to the main engine 1. do. In addition, when the pressure in the storage tank 1 is less than the predetermined pressure, the LNG is transported and vaporized by driving the LNG pump 1120 and the LNG vaporizer 1130 to be supplied as fuel to the main engine 1 to be stored. It is possible to adjust the pressure in the tank (1).

On the other hand, the excess BOG from the BOG compressor 1150 is supplied to the integrated IGG / GCU system 1200 through the excess BOG line 1160, the consumption of BOG or the generation of inert gas to be supplied to the storage tank (1) It is intended to be used for the purpose, and furthermore, to be used as fuel for an auxiliary engine or the like.

The integrated IGG / GCU system 1200 to which BOG is supplied can consume BOG continuously generated from the storage tank 1 by BOG combustion in a main body (not shown), and if necessary, to the storage tank 1. Combustion gas may be generated as an inert gas for supplying.

As described above, the present invention is not limited to the described embodiments, and various modifications and changes can be made without departing from the spirit and scope of the present invention, which will be apparent to those skilled in the art. Therefore, such modifications or variations will have to be belong to the claims of the present invention.

L1: 1st flow path
L2: second euro
L3: 3rd Euro
CT: LNG Storage Tank
100: stripping pump
200: high pressure gas injection engine
210: high pressure pump
220: carburetor
300: compressor
301: compressor
302: intercooler
400: DFDE
410: GCU

Claims (8)

A stripping pump provided in an LNG storage tank of a ship to pump liquefied natural gas remaining in the LNG storage tank;
A first flow path connected to the LNG storage tank of the ship and supplying BOG (Boil Off Gas) generated from the liquefied natural gas stored in the LNG storage tank to the high pressure gas injection engine of the ship; And
Including a second flow path for pumping and vaporizing the liquefied natural gas stored in the LNG storage tank of the ship to the high-pressure gas injection engine,
The high pressure gas injection engine receives the liquefied natural gas pumped from the stripping pump through the second flow path,
The first passage is provided with a compressor for compressing the BOG,
The compressor is a fuel supply system of a marine engine, characterized in that for compressing the BOG to the pressure required by the high-pressure gas injection engine. The method of claim 1,
The high pressure gas injection engine uses high pressure gas compressed at a high pressure of 150 to 400 bar as a fuel, and when the BOG generated in the LNG storage tank satisfies the fuel requirement of the high pressure gas injection engine, Receiving a BOG and supplying the liquefied natural gas that is pumped and vaporized when the amount of generation of the BOG is less than the fuel required amount. The method of claim 1, wherein the second flow path
A high pressure pump receiving liquefied natural gas of the LNG storage tank pumped by the stripping pump and pumping the pump at high pressure; And
A fuel supply system for a marine engine, characterized in that the vaporizer is provided to vaporize the liquefied natural gas pumped by the high pressure pump to the high-pressure gas injection engine. The method of claim 1,
The compressor is a fuel supply system of a marine engine, characterized in that it comprises a plurality of compressors and a plurality of intercoolers. The method of claim 1,
And a third flow passage branching out of the first flow passage and supplying the BOG exceeding the fuel requirement of the high-pressure gas injection engine to the DFDE or the GCU. The method of claim 1,
The high-pressure gas injection engine is supplied by compressing the BOG compressed by the compressor in the laden condition of the vessel, and pumped and vaporized the liquefied natural gas stored in the LNG storage tank in the ballast condition of the vessel. A fuel supply system of a marine engine, characterized in that the. In the fuel supply method of the marine engine,
When BOG generated from liquefied natural gas stored in the LNG storage tank of the ship meets the fuel requirement of the high pressure gas injection engine for propulsion of the ship, the BOG is compressed to the pressure required by the high pressure gas injection engine to inject the high pressure gas. Supply to the engine, and if the amount of generation of the BOG is less than the fuel required amount, the liquefied natural gas is pumped and forced vaporized to be supplied to the high-pressure gas injection engine,
The liquefied natural gas is transferred to a stripping pump for pumping the liquefied natural gas remaining in the LNG storage tank and supplied to the high pressure gas injection engine, and the LNG storage tank transfers the liquefied natural gas to the high pressure gas injection engine. Fuel supply method for a marine engine, characterized in that no separate pump is provided. The method of claim 7, wherein
The high pressure gas injection engine is a fuel supply method of a marine engine, characterized in that for use as a fuel high pressure gas compressed to a high pressure of 150 to 400 bar.

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