KR102531802B1 - Fuel tank system for gas fueled ships - Google Patents

Abstract

The present invention relates to a fuel tank device for a gas fueled vessel for storing LNG-fuel, which device includes an LNG-fuel tank (12) and a tank connection space (26.2 ), and this tank connection space 26.2 is formed by at least three isolated compartments, namely one bunkering compartment 30.2 and at least two LNG-fuel feed compartments 70.3, 70.4.

Description

Fuel tank system for gas fueled ships

The present invention relates to a fuel tank system for a gas fueled vessel using liquefied natural gas (LNG) as a sole source of fuel. The present invention is primarily concerned with meeting the requirements of a pure gas-fuel setup for the construction of LNG-fuel tanks. More specifically, the present invention relates to an LNG-fuel tank apparatus in which the tank includes at least one shell, an insulating material and a tank connection space formed of a plurality of compartments disposed at the ends or sides of the LNG-fuel tank.

LNG is increasingly being used as a fuel for ships because it is an efficient way to reduce emissions. Within the next few decades, natural gas (NG) is expected to become the world's fastest-growing major energy source. The driving forces behind this development are the depletion of known oil reserves, growing environmental awareness and the continued tightening of emission limits. It can create an environmentally friendly solution by significantly reducing all major emissions. In particular, CO ₂ reduction is difficult to achieve with conventional oil-based fuels. NG consists of methane (CH ₄ ) with low concentrations of heavy hydrocarbons such as ethane and propane. Under normal ambient conditions, NG is a gas, but can be cooled to -162°C and liquefied. In liquid form the specific volume is greatly reduced, which allows the use of appropriately sized storage tanks relative to the energy content. The combustion process of NG is clean. A high hydrogen-to-coal ratio (highest among fossil fuels) means lower _CO2 emissions compared to oil-based fuels. When NG is liquefied, all sulfur is removed, meaning that there are no _SOx emissions. The clean burning properties of NG also significantly reduce _NOx and particulate emissions compared to oil-based fuels. Especially for cruise ships, ferries and so-called Ropax vessels with passengers on board, the absence of soot emissions and noticeable smoke in the exhaust gases of the ship's engines is a very important feature.

LNG is not only an environmentally sound solution, but also economically interesting at today's oil prices. The most feasible way to store NG on board ships is in liquid form. In existing ship installations, LNG is stored in cylindrical, insulated single or double walled tanks made of stainless or other suitable steel.

Unpressurized prior art LNG-tanks generally have only a single wall or shell covered with an insulating material, for example of polyurethane. A pressurized prior art LNG-tank has an inner wall or shell of stainless steel and an outer wall or shell spaced from the inner shell. The inner and outer shells define an adiabatic space therebetween. For emptying the tank, the LNG-tank has a tank connection, as a separate chamber at a short distance from the tank or as an extension of the tank, connected at its first end to the LNG-tank and with its second end arranged at the side or end of the tank. At least one pipe of stainless steel connected to the space is provided. The tank connection space is normally a gas-tight enclosure containing all tank connections, fittings, flanges and tank valves. It is constructed of cryogenic resistant material and has a bilge well with high level indicator and low temperature sensor. Tank connection spaces (TCS) are generally inaccessible and cannot be entered by personnel unless they have been checked to ensure that there is sufficient oxygen and no explosive atmosphere. For safety reasons, the TCS is provided with permanent gas detection, fixed fire detection and mechanical forced ventilation to change the air 30 times per hour.

As is well known, environmental awareness motivates shipbuilders to move towards using fuels that produce minimal carbon dioxide emissions. One way to achieve this goal is to build ships that run exclusively on NG, i.e. NG is the only fuel available to engines or other gas consumers. The International Safety Code for Ships Using Gas or Other Low-Flashpoint Fuels, the so-called IGF Code, provides several regulations for single fuel installations. The goal of the regulation is to ensure that power loss, i.e. reduced maneuverability of the vessel, is not caused by leaks or other problems related to the LNG-tank.

There are two basic types of LNG-tanks in terms of their usefulness in single-fuel vessels. In tanks of the first type, some leakage of the tank structure may occur, and because of the risk of leakage, the IGF Code requires that the fuel storage be divided between at least two tanks located in separate compartments, each tank carrying fuel from the tank to the engine. It is stipulated that the devices and equipment necessary for delivery must be provided. That is, the first type of tank requires complete redundancy and separation.

Since leakage in the second type of tank is only possible from the valve, the IGF Code only requires that a single fuel tank may be used to store fuel for several engines provided the tank has a tank connection space for each engine. do.

It is therefore quite natural that the second type of LNG-tank is the choice for ships, especially ships with at least two engines. It is far more cost-effective to build a single large leak-free LNG-tank than several smaller tanks with multiple appliances and equipment to fuel each engine.

In the following, the second type of LNG-tank, in particular the tank connection space arranged in this regard, is described in more detail. As mentioned above, the IGF Code indicates that a single LNG-tank may be acceptable if a separate tank connection space for each engine is provided in relation to a single LNG-fuel tank. However, the way in which the various appliances and equipment are divided among the individual tank connection spaces according to the IGF Code regulations is completely open.

Accordingly, an object of the present invention is to design an LNG-fuel tank apparatus for a gas-fueled vessel in which various appliances and equipment used for handling LNG-fuel are substantially divided into one or more tank connection spaces.

Another object of the present invention is to design an LNG-fuel tank device for a gas fueled vessel in which a problem occurring when supplying LNG-fuel to one engine is isolated from the other engine so that the other engine can continue its trouble-free operation.

Another object of the present invention is to design an LNG-fuel tank system in which an inert atmosphere is provided in the tank connection space whenever the TCS is closed, ie not occupied by service and/or maintenance personnel.

At least one object of the present invention is a fuel tank device for a gas-fueled ship for storing LNG-fuel, the device comprising an LNG-fuel tank and a tank connection space provided in communication with the LNG-fuel tank, The connection space is substantially fulfilled by a fuel tank arrangement formed by at least three isolated compartments, namely one bunkering compartment and at least two LNG-fueled feed compartments.

Other characterizing features of the invention are apparent from the appended dependent claims.

The fuel tank apparatus of the present invention provides at least some of the following advantages:

ㆍ Only one LNG-tank is needed to store fuel for more than one engine,

ㆍ The division of appliances and equipment between the tank connection spaces is optimal,

ㆍ There is no continuous ventilation of the tank connection space, whereby

ㆍ constant noise associated with TCS ventilation is avoided;

ㆍ The amount of energy required for TCS ventilation is greatly reduced,

• the risk of combustion or explosion of NG in the tank connection space is reduced or virtually eliminated;

ㆍ Prevent condensation and ice formation on cold equipment of TCS due to moist ventilation air.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the following, the invention will be explained in more detail with reference to the accompanying exemplary schematic drawings.
Figure 1 schematically shows a side view of a vessel equipped on deck with an LNG-fuel tank of the present invention.
2a and 2b schematically show two longitudinal and horizontal sectional variants of an LNG-fuel tank according to a preferred embodiment of the invention.
Figure 3 schematically shows a partial side cross-sectional view of the tank connection space of the LNG-fuel tank, ie the bunkering section, along line AA in figure 2a;
FIG. 4 schematically shows a first variant of the LNG-fuel feed section, ie a partial sectional side view of the tank connection space of the LNG-fuel tank along line BB in FIG. 2a.
FIG. 5 schematically shows a second variant of the LNG-fuel supply section, ie a partial sectional side view of the tank connection space of the LNG-fuel tank along line BB in FIG. 2a.
FIG. 6 schematically shows a further refinement of the bunkering section of the LNG-fuel tank of FIG. 3 .
7 schematically shows a further refinement of the LNG-fuel supply section of the LNG-fuel tank of FIG. 4 .

Figure 1 shows in a schematic and highly simplified manner a vessel 10 with an LNG-fuel tank 12 provided on deck. Naturally, the LNG-fuel tanks may also be located below deck. The figure also shows an internal combustion engine 14 receiving fuel from an LNG-fuel tank 12, and drive means 16 coupled to the engine 14 and propeller 18. The drive means here may comprise a mechanical gear or a generator-electric drive combination.

Fig. 2a schematically shows the basic construction of an LNG-fuel tank 12 according to a first variant of the preferred embodiment of the present invention. The fuel tank 12 is formed, for example, of an inner shell 20, an outer shell 22, and an insulating material 24 therebetween. At the end of the fuel tank 12, a so-called tank connection space or TCS 26.1 is arranged. Naturally, the tank connection space 26.1 can be located on the side of the LNG-fuel tank, and not necessarily as an extension of the tank's shell, but as a separate chamber, for example at the side or end of the LNG-fuel tank, on the tank's shell. may be away from However, in this case, the part of the connection between the tank and the tank connection space has to be provided with double piping, making this connection less attractive. The tank connection space 26.1 is preferably, but not necessarily, provided with thermal insulation 28. The tank connection space 26.1 is formed by a bunkering compartment 30.1 and two LNG-fuel feed compartments 70.1 and 70.2.

Fig. 2b schematically shows the basic construction of an LNG-fuel tank 12 according to a second variant of the preferred embodiment of the present invention. The fuel tank 12 is formed from an inner shell 20, an outer shell 22 and an insulating material 24 therebetween, as already described above. At the end of the fuel tank 12, a so-called tank connection space 26.2 is arranged. Naturally, the tank connection space can be located on the side of the LNG-fuel tank, and not necessarily an extension of the shell of the tank, but can be separated from the shell of the tank, for example as a separate chamber at the side or end of the LNG-fuel tank. may be The tank connection space 26.2 is preferably, but not necessarily, provided with thermal insulation 28. The tank connection space 26.2 is formed by a bunkering compartment 30.2 and two LNG-fuel feed compartments 70.3 and 70.4.

The only difference between FIG. 2a and FIG. 2b is the design of the tank connection spaces 26.1 and 26.2. The tank connection space 26.1 of figure 2a has a small bunkering section 30.1 surrounded on one side by LNG-tanks and on three sides by LNG-fuel feed sections 70.1 and 70.2. Accordingly, access to the bunkering compartment (30.1) is either from above or from below. The tank connection space 26.2 in FIG. 2b has a large bunkering section 30.2 surrounded on one side by the LNG-tank 12 and on two sides by the LNG-fuel supply compartments 70.3 and 70.4, and on the fourth side, That is, the end of the bunkering compartment 30.2 opposite the LNG-tank 12 extends to the level of the end of the LNG-fuel feed compartment, so that the end wall of the bunkering compartment 30.2 also passes from its side to the bunkering compartment. of free access (but through its walls).

FIG. 3 shows the cross section A-A of FIG. 2A and describes the instruments and equipment required to fill the LNG-fuel tank 12 with LNG. This equipment is provided according to the invention in the bunkering section 30.1 of the tank connection space. The bunkering compartment 30.1 has a bunkering line 32 for receiving LNG from one of a land-based bunkering station, tanker truck, offshore tanker or bunker barge. The bunkering line 32 ends with a bunkering valve 34, which leads from the bunkering section 30.1 to the lower filling line 36 leading to the bottom of the LNG-tank 12 or to the top of the LNG-tank 12. It is used to deliver LNG to the top filling line (38) following the LNG spray (40) in Preferably, the LNG filling lines 36 , 38 lead directly from the bunkering compartment 30.1 through the wall or shell of the tank inside the LNG-tank 12 . However, the corresponding lines can also be arranged so that they first leave the bunkering section 30.1 through its upper wall and then enter the tank through its upper wall, whereby the lines need to be provided with a double wall. A bunkering valve 34 can also be used to deliver LNG to both filling lines simultaneously. The bunkering section 30.1 also has a vapor return valve 42 with a vapor return line 44 for collecting vapor from the LNG-tank 12 during filling. A vapor return line 44 takes vapor for recovery outside the bunkering section 30.1.

The bunkering section 30.1 additionally has an emergency pressure relief valve 46, which vents from the gas space or the top of the LNG-fuel tank 12 in case the pressure in the tank 12 exceeds a predetermined value ( 50) to open the vent connection along the safety relief line (48). An instrument 52 for measuring the LNG level L in the LNG-tank 12 is also provided in the bunkering compartment 30.1. In addition to the aforementioned equipment for filling the LNG-fuel tank 12 with LNG, the bunkering compartment 30.1 is provided with an air or ventilation inlet line 54 with a first fire damper valve 56 and from the bunkering compartment 30.1. Ventilation equipment comprising a ventilation outlet line (58) with a second fire damper valve (60) leading to the vent mast (50), and a ventilation inlet line (54) or a ventilation outlet line ( 58), and further includes a blower 62. The first and second fire damper valves 56, 60 are always open in normal operation and automatically close only when a fire is detected in the bunkering compartment 30.1.

In addition, the bunkering section 30.1 also includes a pressure relief valve 64 connecting the interior of the bunkering section 30.1 to the vent mast 48 via a pressure relief line 66. The pressure relief valve 64 is set to open when the pressure in the bunkering section 30.1 exceeds the maximum allowable bunkering section pressure p0, for example due to a temperature rise. The maximum permissible pressure p0 in the bunkering section 30.1 is generally between 0.1 and 0.5 barg (gauge pressure) or between 1.1 and 1.5 bar absolute, preferably between 0.2 and 0.4 barg.

Finally, the bunkering section 30.1 has a drain 68 at the bottom of the bunkering section to collect any liquid (glycol/water in the heat exchange circuit) that has formed or leaked in the bunkering section 30.1.

Fig. 4 shows section B-B of Fig. 2a and describes the instruments and equipment required to supply NG to the engine and provided in accordance with the present invention in the LNG-fuel supply section 70.1 of the tank connection space. The LNG-Fueled Compartment has many of the same equipment as the Bunkering Compartment, and they now have the same reference numbers except they are preceded by a '2'. Ventilation of the LNG-fueled compartment is therefore provided by an air or ventilation inlet line 254 with a first fire damper valve 256 and a second fire damper valve leading from the LNG-fueled compartment 70.1 to the vent mast 250. Ventilation outlet line 258 with 260, and a blower 262 located in either the ventilation inlet line 254 or the ventilation outlet line 258 to ventilate the LNG-fueled feed compartment 70.1. The first and second fire damper valves 256, 260 are always open in normal operation and automatically close only when a fire is detected in the LNG-fueled compartment 70.1. In addition, the LNG-fueled feed compartment also includes a pressure relief valve 264 connecting the interior of the LNG-fueled feed compartment to the vent mast 250 via a pressure relief line 266 . The pressure relief valve 264 is set to open when the pressure in the LNG-fueled feed compartment 70.1 exceeds the maximum allowable LNG-fueled feed compartment pressure p0, for example due to elevated temperature. The maximum permissible pressure p0 in the LNG-fuel feed section is generally between 0.1 and 0.5 barg (gauge pressure) or between 1.1 and 1.5 bar absolute, preferably between 0.2 and 0.4 barg. Finally, the LNG-fueled feed section of the TCS has a drain 268 at the bottom of the space to collect any liquid (glycol/water in the heat exchange circuit) that has formed or leaked in the LNG-fueled feed section.

Equipment located specifically in the LNG-fuel supply compartment, i.e. the equipment required to provide NG fuel to the engine, includes an LNG outlet line 72 which takes liquid LNG from the bottom of the LNG-tank 12. In a variant of the present invention, LNG is directed to the main LNG vaporizer (76) through an LNG outlet valve (74). The LNG-fuel is vaporized in the evaporator 76 and continues in the gaseous state to the gas heater 78, where the heated gas NG follows the fuel supply line 80 through the main gas valve 82 to the engine. A line 84 is drawn from between the LNG outlet valve 74 and the main LNG evaporator 76 through valve 86 to the gas space or top of the LNG-tank 12 to take liquid LNG into the tank 12. continues Line 88 introduces vaporized LNG from between main LNG evaporator 76 and gas heater 78 through valve 90 to the gas cavity of LNG-tank 12 . Line 92 also brings heated NG from fuel supply line 80 through valve 94 to line 84 which takes the heated NG to the gas cavity of LNG-tank 12 . A boil-off gas (BOG) line 96 is also connected from the gas space of the LNG-tank 12 via the boil-off gas valve 98 to a compressor room outside the LNG-fuel supply compartment 70.1 (not shown). leads to A gas (BOG) heater 100 can be connected to BOG line 96 if desired.

The LNG-fuel supply compartment also includes a pressure build-up device 102, which vaporizes the LNG from the LNG outlet line 72 at the bottom of the LNG-tank 12 through a pressure build-up valve 104. The build-up unit 106 takes the LNG to the heat exchanger. Vaporized LNG is transferred to the gas cavity of the LNG-tank 12 through a pressure build-up line 108 to increase the pressure. The recirculation lines 84, 88, 92 and the pressure build-up line 108 can be arranged to enter the LNG-tank 12 via a single line from the LNG-fuel supply section 71.1.

FIG. 5 schematically shows a second variant of the LNG-fueled feed section 70.1 of FIG. 4 . The only difference compared to the first variant discussed in FIG. 4 is the way the LNG is taken from the bottom of the tank 12 . Here, in FIG. 5 the cryogenic pump 110 is provided in the LNG outlet line 72 upstream of the LNG outlet valve 74 . Pump 110 now replaces the pressure buildup device of FIG. 4 .

FIG. 6 schematically shows a further refinement of the bunkering section 30.1 of FIG. 3 . According to FIG. 6 , here, in the bunkering compartment 30.1 , in addition to the equipment necessary for filling the LNG-fuel tank 12 with LNG discussed in FIG. 3 , for arranging an inert atmosphere in the bunkering compartment 30.1 means are provided. The ventilation inlet line 54 of the bunkering compartment 30.1 of the tank connection space is provided with a first shut-off valve 112 in addition to the first fire damper valve 56 and a second fire damper valve in the ventilation outlet line 58 In addition to 60, a second closing valve 114 is provided so that the bunkering section 30.1 can be closed from the outside atmosphere for its inerting. Bunkering section 30.1 has an inlet line 116 for introducing inert gas from gas source 118 into bunkering section 30.1 and a gas outlet line for discharging gas from bunkering section 30.1 to vent mast 50. (120). The inert gas inlet line 116 is provided with a first pressure regulating valve 122 outside the bunkering compartment 30.1 to control the inert atmosphere in the bunkering compartment 30.1, but preferably, but not necessarily. The gas outlet line 120 is connected to the vent mast 50 through an internal second pressure regulating valve 124 . The gas outlet line 120 is provided with an oxygen analyzer 126 for monitoring the oxygen concentration of the gas exiting the bunkering section 30.1. An oxygen analyzer 126 may also be located upstream of the second pressure regulating valve 124 or gas outlet line 120 and in connection with the bunkering section 30.1.

According to a first preferred mode of operation of the present invention, the first pressure regulating valve 122 is a pilot operated valve that receives a control signal from the pressure in the bunkering section 30.1 so that the pressure in the bunkering section 30.1 is below the upper limit pressure p1. , the first pressure regulating valve 122 opens when the pressure in the bunkering section 30.1 is less than p1, the first pressure regulating valve 122 allows inert gas to enter the bunkering section 30.1. . According to the same mode of operation, the second pressure regulating valve 124 is also a pilot operated valve that receives a control signal from the pressure in the bunkering section 30.1. The second pressure regulating valve 124 opens when the pressure in the bunkering section 30.1 is higher than the predetermined lower limit pressure p2, that is, discharges gas from the bunkering section 30.1 to the vent mast 50. Therefore, p1 > p2.

According to a second preferred mode of operation, the first pressure regulating valve 122 receives a control signal from the pressure in the bunkering section 30.1 and is adjusted or instructed to close when an upper limit pressure p1 is reached, i.e. below pressure p1. remains open in The second pressure regulating valve 124 receives a control signal from the pressure in the bunkering section 30.1 and is adjusted or instructed to open at a pressure of px and remain open until the pressure decreases to p2, whereby px > p2. The pressures p1 and px can be the same or different, but the important thing is that p1 and px are greater than p2.

According to a first alternative further feature of the second preferred mode of operation, opening of the second pressure regulating valve 124 at pressure px directs the first pressure regulating valve 122 to close, so that the first pressure regulating valve ( 122) remains closed until the second pressure regulating valve 124 is closed at pressure p2. Closing of the second pressure regulating valve 124 returns control of the first pressure regulating valve 122 to the bunkering compartment pressure, whereby the first pressure regulating valve 122 is open and the pressure in the bunkering compartment 30.1 is 2 pressure regulating valve 124 receives a control signal from the bunkering compartment pressure at px, opens and increases until it takes over control of the first pressure regulating valve 122 closing it.

According to a second alternative further feature of the second preferred mode of operation, closing of the first pressure regulating valve 122 at pressure p1 instructs the second pressure regulating valve 124 to open, takes over control and It is used to keep the first pressure regulating valve 122 closed until the second pressure regulating valve 124 is closed at pressure p2. Then, control of the first pressure regulating valve 122' is given to the bunkering compartment pressure, so that the first pressure regulating valve 122 opens to allow the pressure in the bunkering compartment 30.1 to increase and reach the pressure p1. Keep the second pressure regulating valve 124 closed until

Since the maximum bunkering compartment pressure p0 is between 0.1 and 0.5 barg, the pressures p2, p1 or px used when setting the first and second pressure regulating valves in operating state are very low, but p2 < p1 and p2 < px always apply .

Also, the oxygen concentration affects the function of the first and second pressure regulating valves 122 and 124 as described below.

When using a new bunkering compartment 30.1 or inactivating the bunkering compartment 30.1 after inspection, i.e. when switching the bunkering compartment 30.1 from an air atmosphere to an inert atmosphere, the ventilation inlet line 54 and the ventilation outlet line ( 58) is closed by the first and second fire damper valves 56 and 60, and the first and second pressure regulating valves 122 and 124 are actuated, i.e. the valves 122 and 124 operate at least in the bunkering compartment. It receives a control signal from the pilot pressure. The inertization of the bunkering section 30.1 can be carried out in two fundamentally different ways, namely by continuous purging or by using a pressurization cycle.

The first method is to keep both the first and second pressure regulating valves 122 and 124 open, i.e., in the gas or discharge line 120 of the bunkering section 30.1 upstream of the gas outlet line 120. continuously through the bunkering section 30.1 until the oxygen concentration of the gas discharged from the bunkering section 30.1 downstream of the second pressure regulating valve 124 is determined by the oxygen analyzer 126 to be less than the maximum allowable oxygen concentration. Including purging. Here, the actuation of the pressure regulating valves 122 and 124 is such that both valves 122 and 124 remain open as long as the oxygen concentration in the bunkering section 30.1, i.e. in the analyzer 126 is high, and the maximum allowable oxygen concentration The first preferred mode of operation is used to mean that the first pressure regulating valve 122 or the second pressure regulating valve 124 is closed after receiving a control signal from the oxygen analyzer 126 only after . In the former case, the second pressure regulating valve 124 is closed as soon as the pressure in the bunkering section 30.1 decreases below p2; in the latter case, when the pressure in the bunkering section 30.1 reaches p1, the first pressure regulating valve 124 closes. Valve 122 is closed. Thus, in the former case, the bunkering compartment pressure after inactivation is p2 and in the latter case is p1. Naturally, the oxygen concentration can optionally be followed so that the first or second pressure regulating valve 122 or 124 is closed manually (instead of automatically controlled). Thereby both valves 122 and 124 are deactivated, i.e. set to stand-by mode, from which they can be re-activated by an increase in the oxygen concentration or a decrease in pressure in the bunkering section. Thus, pressure control in the bunkering section 30.1 is left for the pressure relief valve 64.

The second method involves using a pressurization cycle in which the operation of the valves must be set in a different way than the first mode of operation. Thus, according to a second preferred mode of operation and a first alternative further feature thereof, when using or inerting the bunkering compartment 30.1 after service or maintenance, the bunkering compartment 30.1 is supplied with an inert gas The first pressure regulating valve 122 used to introduce is opened when the pressure in the bunkering section 30.1 is atmospheric pressure p1, and the second pressure regulating valve 124 opens when the pressure in the bunkering section 30.1 is equal to the second pressure. It remains closed until a predetermined pressure p1 is exceeded which causes the regulating valve 124 to open and thus causes the first pressure regulating valve 122 to close, whereby the pressure reaches a second predetermined value p2 decreases downward, which causes the second pressure regulating valve 124 to close and thus the first pressure regulating valve 122 to open. The oxygen concentration of the gas in the bunkering section 30.1 upstream of the gas outlet line 120 or the gas discharged from the bunkering section 30.1 downstream of the second pressure regulating valve 124 of the gas outlet line 120 is determined by an oxygen analyzer ( Operation continues until it is determined by 126) that the oxygen concentration is reduced below the maximum allowable oxygen concentration, ie until such oxygen concentration is reached and combustion of NG is no longer possible regardless of the concentration of the fuel. When the desired oxygen concentration is reached, at least the first or second pressure regulating valve 122 or 124 is closed. Then, the pressure in the bunkering section 30.1 is p2 or p1 respectively, and both valves 122 and 124 can be made inoperative, i.e. set to standby mode, from which both valves can be set to the bunkering section (30.1 ) can be restarted by increasing the oxygen concentration or decreasing the pressure. Thus, pressure control in the bunkering section 30.1 is left for the pressure relief valve 64.

Furthermore, according to a second preferred mode of operation and a second alternative further feature thereof, when using the bunkering compartment 30.1 or inerting the bunkering compartment 30.1 after service or maintenance, the bunkering compartment 30.1 is supplied with an inert gas. The first pressure regulating valve 122 used to introduce opens when the pressure in the bunkering section 30.1 is atmospheric and therefore below p1, and the second pressure regulating valve 124 opens when the pressure in the bunkering section 30.1 is at the first pressure. It remains closed until a predetermined pressure p1 is exceeded which causes the first pressure regulating valve 122 to close and thus the second pressure regulating valve 124 to open. The first pressure regulating valve 122 remains closed, whereby the bunkering compartment pressure decreases below the second predetermined value p2, which causes the second pressure regulating valve 124 to close and thereby 1 Let the pressure regulating valve (122) open. The oxygen concentration of the gas in the bunkering section 30.1 upstream of the gas outlet line 120 or the gas discharged from the bunkering section 30.1 downstream of the second pressure regulating valve 124 of the gas outlet line 120 is determined by an oxygen analyzer ( Operation continues until it is determined by 126) that the oxygen concentration is reduced below the maximum allowable oxygen concentration, ie until such oxygen concentration is reached and combustion of NG is no longer possible regardless of the concentration of the fuel. When the desired oxygen concentration is reached, at least the first or second pressure regulating valve 122 or 124 is closed. Then, when the pressure in the bunkering section is p2 or p1 respectively, both valves 122 and 124 can be made inoperative, i.e. set to stand-by mode, from which they both control the oxygen supply of the bunkering section 30.1. It can be restarted by increasing the concentration or decreasing the pressure. Thus, pressure control in the bunkering section 30.1 is left for the pressure relief valve 64.

A first fire damper in the ventilation inlet line (54) under normal operating conditions, i.e. when the ventilation inlet and outlet are closed and the inert atmosphere in the bunkering compartment is controlled by the first and second pressure regulating valves (122 and 124) The operation of the valve 56 and the first shut-off valve 112 and the second fire damper valve 60 and the second shut-off valve 114 in the ventilation outlet line 58 should be checked regularly. To minimize waste of inert gas, both the ventilation inlet line 54 and the ventilation outlet line 58 are provided with first and second closing valves 112 and 114 . Checking the function of the fire damper and closing valve is to first check that the fire damper valve 56 or 60 is closed and the closing valve 112 or 114 is open and away from the closing valve 112 or 114, i.e. the bunkering compartment (30.1 ) is carried out so that the inlet line 54 or outlet line 58 leading in the opposite direction to ) is monitored to see if any leaks in the bunkering section 30.1 can be detected. Otherwise, the fire damper valve 56 or 60 appears to be in good condition, then the close valve 112 or 114 closes and the fire damper valve 56 or 60 opens. Next, the inlet line 54 or the outlet line 58, which again leads away from the closing valve 112 or 114, i.e. in the opposite direction to the bunkering section 30.1, is monitored, so that the flow from the bunkering section 30.1 is monitored. It is checked if any leaks can be detected. If not, the closing valves 112 or 114 are also in good condition and can be closed. Naturally, if any leak is detected through any of the fire damper and closing valves 56, 60, 112 or 114 or any other problem is discovered during operation, the malfunctioning valve will need to be replaced or maintained.

When the bunkering compartment itself or any piece of equipment therein requires service or maintenance, the bunkering compartment's inert atmosphere must be switched to an air atmosphere, whereby both pressure regulating valves 122 and 124 are inoperative and , the fire damper and closing valve 56, 60, 112 or 114 is opened and the blower 62 is started, i.e. standard ventilation is turned on to flush nitrogen and fill the bunkering compartment 30.1 with air.

FIG. 7 schematically shows a further refinement of the LNG-fueled feed section 70.1 of FIG. 4 . Further refinements shown are the same as discussed above with respect to bunkering compartments. The same inerting equipment is now provided in or in connection with the LNG-fueled feed compartment 70.1. Thus, according to FIG. 7 , here, in the LNG-fueled supply compartment 70.1, in addition to the equipment necessary for filling the LNG-fuel tank 12 with LNG discussed in FIG. 3, the LNG-fueled supply compartment 70.1 Means are provided for disposing an inert atmosphere in the In addition to the first fire damper valve 256, a first closing valve 212 is provided in the ventilation inlet line 254 of the LNG-fuel supply section 70.1 of the tank connection space and a second closing valve 212 is provided in the ventilation outlet line 258. In addition to the fire damper valve 260 a second closing valve 214 is provided so that the LNG-fueled feed section 70.1 can be closed from the outside atmosphere for its inerting. The LNG-fueled feed compartment 70.1 has an inlet line 216 for introducing inert gas from the gas source 218 to the LNG-fueled feed compartment 70.1 and a vent mast 250 from the LNG-fueled feed compartment 70.1. It further includes a gas outlet line 220 for discharging gas into the furnace. The inert gas inlet line 216 is provided with a first pressure regulating valve 222 external to the LNG-fueled feed compartment 70.1 to control the inert atmosphere in the LNG-fueled feed compartment, but preferably, but not necessarily. The gas outlet line 220 is connected to the vent mast 250 through an internal second pressure regulating valve 224 . The gas outlet line 220 is provided with an oxygen analyzer 226 for monitoring the oxygen concentration of the gas exiting the LNG-fueled feed section 70.1. An oxygen analyzer 226 may also be located upstream of the second pressure regulating valve 224 or gas outlet line 220 and in connection with the LNG-fueled feed section 70.1.

According to a first preferred mode of operation of the present invention, the first pressure regulating valve 222 is a pilot operated valve that receives a control signal from the pressure of the LNG-fueled feed compartment 70.1, so that the pressure of the LNG-fueled feed compartment 70.1 The first pressure regulating valve 222 opens when the pressure drops below the upper pressure limit p1, i.e. when the pressure in the LNG-fuel supply section 70.1 is less than p1, the first pressure regulating valve 222 closes the inert gas to LNG. -Allow access to the fuel supply compartment (70.1). According to the same mode of operation, the second pressure regulating valve 224 is also a pilot operated valve that receives a control signal from the pressure of the LNG-fuel supply section 70.1. The second pressure regulating valve 224 opens when the pressure in the LNG-fuel supply section 70.1 is higher than the predetermined lower limit pressure p2, i.e. gas from the LNG-fuel supply section 70.1 to the vent mast 250. emits Therefore, p1 > p2.

According to a second preferred mode of operation, the first pressure regulating valve 222 receives a control signal from the pressure in the LNG-fuel supply section 70.1 and is adjusted or instructed to close when the upper limit pressure p1 is reached, i.e. It remains open under pressure p1. The second pressure regulating valve 224 receives a control signal from the pressure in the LNG-fueled feed section 70.1 and is adjusted or instructed to open at a pressure of px and remain open until the pressure decreases to p2; , so that px > p2. The pressures p1 and px can be the same or different, but the important thing is that p1 and px are greater than p2.

According to a first alternative further feature of the second preferred mode of operation, opening of the second pressure regulating valve 224 at pressure px directs the first pressure regulating valve 222 to close, so that the first pressure regulating valve ( 222) remains closed until the second pressure regulating valve 224 is closed at pressure p2. Closing of the second pressure regulating valve 224 returns control of the first pressure regulating valve 222 to the LNG-fuel supply compartment pressure, whereby the first pressure regulating valve 222 is opened and the LNG-fuel supply compartment ( The pressure in 70.1) is increased until the second pressure regulating valve 224 receives a control signal from the LNG-fuel supply compartment pressure at px, opens and takes over control of the first pressure regulating valve 222 closing it. It increases.

According to a second alternative further feature of the second preferred mode of operation, closing of the first pressure regulating valve 222 at pressure p1 directs the second pressure regulating valve 224 to open, takes over control and It is used to keep the first pressure regulating valve 222 closed until the second pressure regulating valve 224 is closed at pressure p2. Then, control of the first pressure regulating valve 222' is given to the LNG-fuel supply compartment pressure, so that the first pressure regulating valve 222 opens to allow the pressure in the LNG-fuel supply compartment 70.1 to increase. and keep the second pressure regulating valve 224 closed until the pressure p1 is reached.

Since the maximum LNG-fuel feed compartment pressure p0 is between 0.1 and 0.5 barg, the pressures p2, p1 or px used when setting the first and second pressure regulating valves in operating state are very low, but always p2 < p1 and p2 < px is applied.

Also, the oxygen concentration affects the function of the first and second pressure regulating valves 222 and 224 as will be described later.

Ventilation inlet line 254 and ventilation when using a new LNG-fueled feed compartment 70.1 or when inerting an LNG-fueled feed compartment after inspection, i.e. when switching an LNG-fueled feed compartment from an air atmosphere to an inert atmosphere. The outlet line 258 is closed by the first and second fire damper valves 256 and 260, and the first and second pressure regulating valves 222 and 224 are energized, i.e. the valves 222 and 224 are at least It receives a control signal from the pilot pressure of the LNG-fueled section. Inerting of the LNG-fueled feed section 70.1 can be effected in two fundamentally different ways, namely by continuous purging or by using a pressurization cycle.

The first method is to keep both the first and second pressure regulating valves 222 and 224 open, ie the gas or discharge line of the LNG-fuel supply section 70.1 upstream of the gas outlet line 220 ( The LNG- and continuously purging the fuel feed section 70.1. Here, the operation of the pressure regulating valves 222 and 224 is such that as long as the oxygen concentration in the LNG-fuel supply section 70.1, i.e. in the analyzer 226, is high, both valves 222 and 224 remain open, and up to A first preferred mode of operation is used which means that either the first pressure regulating valve 222 or the second pressure regulating valve 224 will close after receiving a control signal from the oxygen analyzer 226 only after an acceptable oxygen concentration has been reached. . In the former case, the second pressure regulating valve 224 closes as soon as the pressure in the LNG-fuel supply compartment 70.1 decreases below p2; in the latter case, the pressure in the LNG-fuel supply compartment 70.1 reaches p1. At this time, the first pressure regulating valve 222 is closed. Thus, in the former case, the LNG-fuel feed compartment pressure after deactivation is p2 and in the latter case is p1. Naturally, the oxygen concentration can optionally be followed so that the first or second pressure regulating valve 222 or 224 is closed manually (instead of automatically controlled). Both valves 222 and 224 are thereby deactivated, i.e. set to stand-by mode, from which they can be re-activated by increasing the oxygen concentration or decreasing the pressure in the LNG-fueled feed section. Accordingly, pressure control of the LNG-fueled feed section 70.1 is left to the pressure relief valve 264.

The second method involves using a pressurization cycle in which the operation of the valves must be set in a different way than the first mode of operation. Thus, according to a second preferred mode of operation and a first alternative further feature thereof, when using the LNG-fuel feed compartment 70.1 or deactivating the LNG-fuel feed compartment 70.1 after service or maintenance, the LNG-fuel feed compartment 70.1 The first pressure regulating valve 222 used to introduce inert gas into the fuel supply section 70.1 opens when the pressure in the LNG-fuel supply section 70.1 is atmospheric pressure p1, and the second pressure regulating valve 224 is closed until the pressure in the LNG-fuel supply section 70.1 exceeds a predetermined pressure p1 which causes the second pressure regulating valve 224 to open and thus the first pressure regulating valve 222 to close. , whereby the pressure decreases below the second predetermined value p2, which causes the second pressure regulating valve 224 to close and thus the first pressure regulating valve 222 to open. of gas in the LNG-fuel supply section 70.1 upstream of the gas outlet line 220, or of gas discharged from the LNG-fuel supply section 70.1 downstream of the second pressure regulating valve 224 of the gas outlet line 220. Operation continues until the oxygen concentration is determined by the oxygen analyzer 226 to have decreased below the maximum allowable oxygen concentration, i.e., until such an oxygen concentration is reached such that combustion of NG is no longer possible regardless of the concentration of the fuel. Continued. When the desired oxygen concentration is reached, at least the first or second pressure regulating valve 222 or 224 is closed. Then, when the pressure in the LNG-fuel supply section 70.1 is p2 or p1 respectively, both valves 222 and 224 can be made inoperative, i.e. set to stand-by mode, from which both valves can be switched to LNG. - can be restarted by increasing the oxygen concentration or reducing the pressure in the fuel supply section (70.1). Accordingly, pressure control of the LNG-fueled feed section 70.1 is left to the pressure relief valve 264.

Furthermore, according to a second preferred mode of operation and a second alternative further feature thereof, when using the LNG-fuel supply compartment 70.1 or deactivating the LNG-fuel supply compartment 70.1 after service or maintenance, the LNG-fuel The first pressure regulating valve 222, used to introduce inert gas into the supply section 70.1, opens when the pressure in the LNG-fuel supply section 70.1 is atmospheric and therefore below p1, and the second pressure regulating valve ( 224) until the pressure in the LNG-fuel supply section 70.1 exceeds a predetermined pressure p1 which causes the first pressure regulating valve 222 to close and thus the second pressure regulating valve 224 to open. remain closed. The first pressure regulating valve 222 remains closed, whereby the LNG-fuel feed compartment pressure decreases below a second predetermined value p2, which causes the second pressure regulating valve 224 to close and This causes the first pressure regulating valve 222 to open. of gas in the LNG-fuel supply section 70.1 upstream of the gas outlet line 220, or of gas discharged from the LNG-fuel supply section 70.1 downstream of the second pressure regulating valve 224 of the gas outlet line 220. Operation continues until the oxygen concentration is determined by the oxygen analyzer 226 to have decreased below the maximum allowable oxygen concentration, i.e., until such an oxygen concentration is reached such that combustion of NG is no longer possible regardless of the concentration of the fuel. Continued. When the desired oxygen concentration is reached, at least the first or second pressure regulating valve 222 or 224 is closed. Then, when the pressure in the LNG-fuel supply section is p2 or p1 respectively, both valves 222 and 224 can be made inoperative, i.e. set to stand-by mode, from which both valves can be set to LNG-fuel supply. It can be reactivated by increasing the oxygen concentration or decreasing the pressure in compartment (70.1). Thus, pressure control in the LNG-fuel supply section 70.1 is left for the pressure relief valve 64.

Under normal operating conditions, i.e. when the ventilation inlet and outlet are closed and the inert atmosphere in the LNG-fueled supply section is controlled by the first and second pressure regulating valves 222 and 224, the first and second pressure regulating valves 222 and 224 The operation of the first fire damper valve 256 and the first shut-off valve 212 and the second fire damper valve 260 and the second shut-off valve 214 in the ventilation outlet line 258 should be checked regularly. To minimize waste of inert gas, both the ventilation inlet line 254 and the ventilation outlet line 258 are provided with first and second closing valves 212 and 214 . Checking the function of the fire damper and closing valve is to first check that the fire damper valve 256 or 260 is closed and the closing valve 212 or 214 is open and away from the closing valve 212 or 214, i.e. the LNG-fueled supply. The inlet line 254 or the outlet line 258 leading in the opposite direction to the compartment 70.1 is carried out to be monitored to see if any leaks in the LNG-fueled feed compartment 70.1 can be detected. Otherwise, the fire damper valve 256 or 260 appears to be in good condition, then the close valve 212 or 214 closes and the fire damper valve 256 or 260 opens. Next, the inlet line 254 or the outlet line 258, which again leads away from the closing valve 212 or 214, i.e. in the opposite direction to the LNG-fueled supply section 70.1, is monitored so that the LNG-fueled supply It is checked that any leaks from compartment 70.1 can be detected. If not, the closing valves 212 or 214 are also in good condition and can be closed. Naturally, if any leak is detected through any of the fire damper and shutoff valves 256, 260, 212 or 214 or any other problem is discovered during operation, the malfunctioning valve will need to be replaced or maintained.

When the LNG-fueled compartment itself or any piece of equipment therein requires service or maintenance, the inert atmosphere in the LNG-fueled compartment must be diverted to an air atmosphere, whereby the pressure regulating valves (222 and 224) ) are all deactivated, the fire dampers and closing valves 256, 260, 212 or 214 are opened and the blower 262 is started, i.e. flushing nitrogen and filling the LNG-fuel supply compartment 70.1 with air. Standard ventilation is turned on for

In view of the foregoing description, it should be noted that the inert gas used to inert the bunkering or LNG-fueled feed section is preferably nitrogen, but argon may also be used. The inert gas source 118/218 is either a generator that separates the inert gas from the air, or a pressurized vessel that delivers the inert gas. When using a generator, it is desirable to store the inert gas in a buffer tank for later use. Regarding the preferred embodiments, implementation plans and variations thereof discussed above, it should be understood that these are exemplary only and that other embodiments, implementation plans and variations may also be used without departing from the spirit of the present invention. In a similar manner, the pressures p1, p2, px or p0 do not necessarily refer to the same pressure value in each and every instance, but may vary. Thus, as already mentioned above, what matters is p2 < p1 < p0 and p2 < px < p0 in each exemplary embodiment, implementation plan or variant. It should also be noted that the first and second pressure regulating valves 122/222 and 124/224 can be located inside or outside the bunkering or LNG-fueled feed compartment. And finally, while Figures 3 to 7 illustrate a tank, bunkering and LNG-fueled feed compartment with inner and outer shells, the present invention provides an LNG-tank, bunkering and LNG-fueled feed compartment with only an inner shell with thermal insulation. It should be understood that it is also applicable to

It should be understood that the equipment for filling the LNG-fuel tanks with LNG in the bunkering compartment and the equipment required to provide NG to the engine in the LNG-fuel supply compartment includes pipelines, valves and other equipment not shown in FIGS. 3 to 7 . One such piece of equipment is thermal valves and associated pipelines for connecting parts of various lines to vent masts where warming of LNG or gaseous NG can increase the pressure. Also, all connections and pipelines related to the heating or evaporation of LNG and the heating of NG, i.e. various water or water/glycol lines, have been omitted.

It should also be understood that the internal combustion engine, or engine in general, in the above exemplary embodiment(s) is used as a mere example of various gas consumers. Such gas consumers include, for example, turbine gas burners in addition to engines.

Although the invention has been described herein by way of example in connection with what is presently considered to be the most preferred embodiment of the invention, the invention is not limited to the disclosed embodiments, but in various combinations or as defined in the appended claims. It should be understood that it is intended to cover modifications of its features, and several other applications included within the scope of this invention. It should be understood that the tank device includes several features that are not shown in the drawings for clarity. Details mentioned in relation to any of the foregoing embodiments may be used in relation to any other embodiment where such a combination is technically possible.

Claims (37)

A fuel tank device for a gas fueled vessel for storing LNG-fuel, comprising:
The device includes an LNG-fuel tank (12) and a tank connection space (26.1; 26.2) provided in communication with the LNG-fuel tank (12),
The tank connection space (26.1; 26.2) is formed by at least three isolated compartments, namely one bunkering compartment (30.1; 30.2) and at least two LNG-fuel feed compartments (70.1, 70.2; 70.3, 70.4);
The LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) accommodate equipment necessary to provide NG to gas consumers,
Equipment required to provide NG to the gas consumers in the LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) includes an LNG-outlet line 72 for taking LNG from the bottom of the LNG-fuel tank 12; A fuel supply line (80) with an LNG-outlet valve (74), a main LNG-evaporator (76) and a main gas valve (82) for delivering NG to the gas consumer fuel tank device. According to claim 1,
The bunkering compartment (30.1; 30.2) houses the equipment necessary for filling the LNG-fuel tank (12) with LNG,
The equipment associated with the bunkering section (30.1; 30.2) required to fill the LNG-fuel tank (12) with LNG is a bunkering line (32) with a bunkering valve (34), a vapor return line (44) and the LNG-fuel A fuel tank device for a gas-fueled vessel, characterized in that it comprises an instrument (52) for measuring the LNG level (L) in the tank (12). delete delete According to claim 2,
The equipment associated with the bunkering section (30.1; 30.2) further comprises a vent mast (50), a safety relief line (48) from the top or gas space of the LNG-fuel tank (12) to the vent mast (50) and , wherein the safety relief line (48) has an emergency pressure relief valve (46). According to claim 2,
Equipment associated with the bunkering section (30.1; 30.2) further comprises a ventilation inlet and outlet line (54; 58) having first and second fire damper valves (56; 60) therein. of fuel tank device. According to claim 2,
The equipment associated with the bunkering section (30.1; 30.2) further comprises a pressure relief line (66) with a pressure relief valve (64) therein. delete According to claim 1,
The equipment required to provide NG to the gas consumers in the LNG-fuel supply sections (70.1, 70.2; 70.3, 70.4) is a boil-off gas valve 98 for taking boil-off gas from the top of the tank 12. A fuel tank apparatus for a gas fueled vessel, characterized in that it comprises a line (96) and a heater (100) for heating boil-off gas. According to claim 1,
The equipment required to provide NG to the gas consumers in the LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) has a pressure build-up unit (106) therein and to the top of the LNG-fuel tank (12). A fuel tank arrangement for a gas fueled vessel, characterized in that it comprises a pressure build-up line (108) branching off from the LNG-outlet line (72) which follows. According to claim 1,
The equipment required to provide NG to the gas consumers in the LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) is a cryogenic pump (110) provided in the LNG-outlet line (72) upstream of the LNG-outlet valve (74). ) A fuel tank device for a gas fueled vessel comprising a. According to claim 1,
The equipment required to provide NG to the gas consumers in the LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) is a ventilation inlet line (254) having first and second fire damper valves (256, 260) therein. and a blower (262) connected to a ventilation outlet line (258) and one of the ventilation inlet line (254) and the ventilation outlet line (258). According to claim 1,
The equipment necessary for providing NG to the gas consumer in the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) comprises a pressure relief line (266) with a pressure relief valve (264) therein. Fuel tank system for gas fueled ships. According to claim 1,
fuel for a gas-fueled vessel, characterized in that the bunkering compartment (30.1; 30.2) is provided with an inert gas inlet line (116) for introducing inert gas from an inert gas source (118) into the bunkering compartment (30.1; 30.2). tank device. 15. The method of claim 14,
A fuel tank device for a gas-fueled vessel, characterized in that the first pressure regulating valve (122) is arranged in flow communication with the inert gas inlet line (116). According to claim 15,
A fuel tank system for a gas fueled vessel, characterized in that the bunkering section (30.1; 30.2) is provided with a gas outlet line (120) arranged in flow communication with the vent mast (50). 17. The method of claim 16,
A fuel tank system for a gas fueled vessel, characterized in that a second pressure regulating valve (124) is arranged in flow communication with the gas outlet line (120) to maintain a desired pressure in the bunkering section (30.1; 30.2). 18. The method of claim 17,
provided in connection with the bunkering section (30.1; 30.2) between the vent mast (50) and the second pressure regulating valve (124) of the gas outlet line (120) or downstream of the second pressure regulating valve (124) A fuel tank device for a gas fueled vessel characterized by an oxygen analyzer (126) provided in According to claim 6,
The ventilation inlet line (54) is provided with a first closing valve (112) in addition to the first fire damper valve (56), and the ventilation outlet line (58) is provided with a second fire damper valve (60). A fuel tank device for a gas fueled vessel, characterized in that a second closing valve (114) is additionally provided. According to claim 7,
The pressure relief valve 64 provides flow communication from the bunkering section 30.1; 30.2 to the vent mast 50, and the pressure relief valve 64 controls the pressure in the bunkering section 30.1; A fuel tank device for a gas fueled vessel, characterized in that it is set to open when the allowable pressure p0 is exceeded. 15. The method of claim 14,
The fuel tank device for a gas fueled vessel, characterized in that the inert gas supply source (118) is either an inert gas generator or a pressurized vessel. According to any one of claims 14 to 21,
A fuel tank device for a gas fueled vessel, characterized in that the inert gas is one of nitrogen and argon. According to any one of claims 15 to 18,
The first pressure regulating valve 122 is set to open when the pressure in the bunkering section (30.1; 30.2) is reduced below a predetermined pressure p1 and the pressure in the bunkering section (30.1; 30.2) is set to a predetermined pressure. A fuel tank device for a gas fueled vessel, characterized in that it is set to be closed when p1 is exceeded. According to claim 17 or 18,
The second pressure regulating valve 124 is set to open when the pressure in the bunkering section 30.1; 30.2 exceeds a predetermined pressure p2 and the pressure in the bunkering section 30.1; 30.2 exceeds the predetermined pressure p2. A fuel tank device for a gas fueled vessel, characterized in that it is set to be closed when reduced down. According to claim 18,
wherein the first pressure regulating valve (122) or the second pressure regulating valve (124) is set to close when the oxygen analyzer (126) indicates an oxygen concentration below a predetermined value. Device. According to claim 1,
The LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4) have inert gas inlet lines ( 216) A fuel tank device for a gas fueled vessel, characterized in that provided. 27. The method of claim 26,
A fuel tank device for a gas fueled vessel characterized by a first pressure regulating valve (222) arranged in flow communication with said inert gas inlet line (216). 28. The method of claim 27,
A fuel tank system for a gas fueled vessel, characterized in that the LNG-fueled supply sections (70.1, 70.2; 70.3, 70.4) are provided with gas outlet lines (220) arranged in flow communication with a vent mast (250). 29. The method of claim 28,
gas fuel, characterized in that a second pressure regulating valve (224) is arranged in flow communication with the gas outlet line (220) to maintain a desired pressure in the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4). A fuel tank device for ships. The method of claim 29,
Between the vent mast 250 and the second pressure regulating valve 224 of the gas outlet line 220 is provided or provided in connection with the LNG-fuel supply sections 70.1, 70.2; 70.3, 70.4. A fuel tank system for a gas fueled vessel characterized by an oxygen analyzer (226) provided downstream of a regulating valve (224). According to claim 12,
The ventilation inlet line 254 is provided with a first closing valve 212 in addition to the first fire damper valve 256, and the ventilation outlet line 258 is provided with a second fire damper valve 260. A fuel tank device for a gas fueled vessel, characterized in that a second closing valve (214) is additionally provided. According to claim 13,
The pressure relief valve 264 provides flow communication from the LNG-fueled supply section 70.1, 70.2; 70.3, 70.4 to the vent mast 250, the pressure relief valve 264 providing flow communication to the LNG-fueled supply section. A fuel tank device for a gas fueled vessel, characterized in that it is set to open when the pressure at (70.1, 70.2; 70.3, 70.4) exceeds the maximum allowable pressure p0. 27. The method of claim 26,
The fuel tank device for a gas fueled vessel, characterized in that the inert gas supply source (218) is either an inert gas generator or a pressurized vessel. According to any one of claims 26 to 33,
A fuel tank device for a gas fueled vessel, characterized in that the inert gas is one of nitrogen and argon. According to any one of claims 27 to 30,
The first pressure regulating valve 222 is set to open when the pressure in the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4 is reduced below a predetermined pressure p1 and is set to open when the LNG-fuel supply section 70.1 , 70.2; 70.3, 70.4) is set to close when the pressure exceeds a predetermined pressure p1. According to claim 29 or 30,
The second pressure regulating valve 224 is set to open when the pressure in the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4 exceeds a predetermined pressure p2 and is set to open when the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4) is set to close when the pressure at 70.3, 70.4) is reduced below the predetermined pressure p2. 31. The method of claim 30,
wherein the first pressure regulating valve (222) or the second pressure regulating valve (224) is set to close when the oxygen analyzer (226) indicates an oxygen concentration below a predetermined value. Device.

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