KR102542463B1 - Fuel supply system for vessel and method for controlling temperature of fuel gas - Google Patents

Abstract

The present invention relates to a marine fuel supply system capable of maximizing energy efficiency by reducing the load of a second heat transfer medium supplied to a heat exchanger in a low load region of an engine and a fuel gas temperature control method using the same.
According to one embodiment of the present invention, a storage tank for storing liquefied gas and boil-off gas generated from the liquefied gas, and an engine using at least one of boil-off gas and liquefied gas discharged from the storage tank as a fuel. A fuel supply system comprising: a compressor for receiving boil-off gas generated in the storage tank and compressing it to a pressure required by the engine; a high-pressure pump for compressing the liquefied gas in the storage tank to a pressure required by the engine; a vaporizer for vaporizing the liquefied gas compressed by the high-pressure pump; a heat exchanger for vaporizing the liquefied gas in the vaporizer and heating the first heat transfer medium that loses energy; a valve for controlling the amount of the second heat transfer medium supplied to the heat exchanger; A controller for setting the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor, respectively, according to the load of the engine, and adjusting the opening degree of the valve to match the set temperature, A fuel supply system is provided.

Description

Ship fuel supply system and fuel gas temperature control method using the same

The present invention relates to a marine fuel supply system and a fuel gas temperature control method using the same, and more particularly, to set the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor according to the load of the engine The present invention relates to a marine fuel supply system capable of maximizing energy efficiency by reducing the load of a second heat transfer medium supplied to a heat exchanger in a low load region of an engine and a fuel gas temperature control method using the same.

Examples of marine engines capable of obtaining propulsion or power generation by using LNG (or LPG, DME, etc.) as fuel include a MEGI engine or a DF engine (used in a Dual Fuel Diesel Electric (DFDE) system). The MEGI engine or DF engine compresses LNG (or LPG, DME, etc.), then injects and burns it, and is called a gas injection engine. In particular, the MEGI engine compresses fuel to high pressure (150 to 400 bar), then injects and burns it, and is called a high-pressure gas injection engine.

The MEGI engine is a vessel such as an LNG carrier that stores and transports LNG in a storage tank that withstands cryogenic temperatures. can be installed on The MEGI engine uses fuel gas such as natural gas as fuel along with fuel oil such as MDO and HFO, and depending on the load, a high-pressure fuel supply pressure of about 150 to 400 bara (absolute pressure) is required for the engine. do.

ME-GI, a low-speed 2-stroke high-pressure natural gas injection engine, is a 2-stroke engine that rotates at low speed and is mainly used as a propulsion engine. In this case, it can be used directly connected to a propeller. It can also be used for this purpose.

The MEGI engine uses both fuel oil (eg, HFO, MDO, etc.) and fuel gas (eg, LNG, LPG, DME, etc.) as fuel, and low output (eg, 30% or less of maximum output). When this is required, only fuel oil is supplied to the engine to obtain power, and when high output (eg, 30% or more of the maximum output) is required, fuel oil and fuel gas are supplied to the engine together to obtain power. can An operation method of the MEGI engine as such a high-pressure natural gas injection engine is disclosed in Registered Patent No. 0396471.

In order for a marine engine to use high-pressure natural gas as fuel, it is necessary to match the pressure and temperature conditions required by the engine.

In particular, since the state of the gas is directly related to the efficiency of the engine and is an important factor in guaranteeing the performance of the ship, control is important.

A conventional fuel supply system includes a compressor for using gaseous gas and a pump and vaporizer for using liquid gas.

In this conventional fuel supply system, the gas temperature at the engine inlet affects the amount of heat transfer medium used in the carburetor.

Conventional fuel supply systems set the temperature at the engine inlet to one temperature, supply the amount of heat transfer medium to the carburetor to match the set temperature regardless of the load of the engine, and demand the pressure and temperature at the engine inlet. adjust to the level

However, since the conventional fuel supply system does not affect the amount of the heat transfer medium to match a set temperature even in a low load range where the load of the engine is low, there is a problem in that energy efficiency is lowered in the low load range.

Accordingly, there is a need for an improved fuel supply system capable of supplying fuel gas to the engine by setting the temperature of the fuel gas high when the engine load is high and the temperature of the fuel gas low when the load is low according to the engine load.

An object of the present invention is to set the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor, respectively, according to the load of the engine, so that the load of the second heat transfer medium supplied to the heat exchanger in the low load region of the engine It is to provide a fuel supply system capable of maximizing energy efficiency by reducing and a fuel gas temperature control method using the same.

According to one embodiment of the present invention for achieving the above object, a storage tank for storing liquefied gas and boil-off gas generated from the liquefied gas, and at least one of boil-off gas and liquefied gas discharged from the storage tank as fuel A fuel supply system including an engine used as a compressor for receiving boil-off gas generated in the storage tank and compressing it to a pressure required by the engine; a high-pressure pump for compressing the liquefied gas in the storage tank to a pressure required by the engine; a vaporizer for vaporizing the liquefied gas compressed by the high-pressure pump; a heat exchanger for vaporizing the liquefied gas in the vaporizer and heating the first heat transfer medium that loses energy; a valve for controlling the amount of the second heat transfer medium supplied to the heat exchanger; A controller for setting the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor, respectively, according to the load of the engine, and adjusting the opening degree of the valve to match the set temperature, A fuel supply system is provided.

In the fuel supply system according to an embodiment of the present invention, the temperature of the fuel gas and the temperature of the first heat transfer medium are designated for each load of the engine, and the controller adjusts the temperature to the load of the engine determined based on the output of the engine. The temperature of the fuel gas and the temperature of the first heat transfer medium may be set, respectively, and the opening degree of the valve may be adjusted to match the set temperature of the fuel gas and the temperature of the first heat transfer medium.

The temperature of the first heat transfer medium may be set to a temperature higher than that of the fuel gas.

The controller may reduce the amount of the second heat transfer medium supplied to the heat exchanger by adjusting the opening of the valve when the load of the engine is low.

A fuel supply system according to an embodiment of the present invention includes a first temperature transmitter installed at an inlet of the engine; And it may further include a second temperature transmitter installed between the vaporizer and the heat exchanger.

The controller monitors the temperature of the fuel gas supplied to the engine through the first temperature received from the first temperature transmitter, and transfers the first heat supplied to the carburetor through the second temperature received from the second temperature transmitter. The temperature of the medium can be monitored.

The fuel supply system according to an embodiment of the present invention may further include a circulation pump circulating the first heat transfer medium for vaporization of the vaporizer.

The engine may include a MEGI engine.

The first heat transfer medium may be glycol water.

The second heat transfer medium may be steam or cooling water.

According to another embodiment of the present invention, a storage tank for storing liquefied gas and boil-off gas generated from the liquefied gas, and an engine using at least one of boil-off gas and liquefied gas discharged from the storage tank as a fuel. A fuel gas temperature control method using a fuel supply system comprising: receiving, by a controller, an output of the engine; determining, by the controller, a load of the engine based on the received output of the engine; setting, by the controller, the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor, respectively, according to the determined load of the engine; and adjusting, by the controller, the flow rate of the second heat transfer medium to match the temperature of the first heat transfer medium.

The adjusting step may control the opening of a valve for regulating the amount of the second heat transfer medium supplied to the heat exchanger that vaporizes the liquefied gas in the vaporizer and heats the first heat transfer medium that loses energy.

In the fuel gas temperature control method according to another embodiment of the present invention, after the adjusting step, the controller monitors the temperature of the fuel gas supplied to the engine through the first temperature received from the first temperature transmitter, The method may further include monitoring the temperature of the first heat transfer medium supplied to the vaporizer through the second temperature received from the second temperature transmitter.

In the adjusting step, when the load of the engine is low, the amount of the second heat transfer medium supplied to the heat exchanger may be reduced by adjusting the opening of the valve.

According to an embodiment of the present invention, the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor are respectively set according to the load of the engine, thereby reducing the temperature of the second heat transfer medium supplied to the heat exchanger in the low load region of the engine. It has the effect of maximizing energy efficiency by reducing the load.

1 is a schematic configuration diagram of a fuel supply system for ships according to a preferred embodiment of the present invention.
2 is an operational flow chart illustrating a fuel gas temperature control method using a marine fuel supply system according to a preferred embodiment of the present invention.

The marine fuel supply system according to the present invention may be applied to offshore structures having a storage tank capable of storing liquefied gas inside a hull.

Examples of offshore structures equipped with storage tanks capable of storing cryogenic liquefied gas include ships such as LNG RV (Regasification Vessel), LNG FSRU (Floating Storage and Regasification Unit), LNG FRU (Floating and Regasification Unit), and plants such as LNG FPSO (Floating, Production, Storage and Off-loading), FSPP (Floating Storage Power Plant), and BMPP (Barge Mounted Power Plant).

An LNG RV is an LNG regasification facility installed on a liquefied gas carrier capable of self-voyage and floating, and an LNG FSRU stores liquefied gas unloaded from an LNG carrier at sea far from land in a storage tank and then supplies liquefied gas as needed. LNG FRU is a structure that vaporizes liquefied gas at sea and supplies it to land consumers while omitting the storage function and being used in cooperation with a separate storage tank. LNG FPSO is a structure that supplies mined natural It is a structure used to directly liquefy gas after refining it at sea, store it in a storage tank, and transfer the LNG stored in this storage tank to an LNG carrier when necessary. In addition, FSPP is a structure used to produce electricity at sea by mounting an LNG storage tank and power generation facilities on a hull floating on the sea, and BMPP is a structure used to produce electricity at sea by mounting power generation facilities on a barge. .

In this specification, a vessel is a concept including all structures such as a liquefied gas carrier such as an LNG carrier, an LNG RV, and the like, as well as an LNG FPSO, an LNG FSRU, an LNG FRU, a FSPP, and a BMPP.

Hereinafter, the configuration and operation of a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In addition, the following examples may be modified in many different forms, and the scope of the present invention is not limited to the following examples.

1 is a schematic configuration diagram of a fuel supply system for ships according to a preferred embodiment of the present invention.

1 shows an example in which the marine fuel supply system of the present invention is applied to an LNG carrier equipped with a high-pressure natural gas injection engine, for example, a MEGI engine, as a marine engine capable of using at least one of boil-off gas and liquefied gas as fuel. , The marine fuel supply system of the present invention can be applied to all types of ships equipped with liquefied gas storage tanks, that is, to offshore plants such as FSPP, BMPP, LNG FRU, LNG FPSO, and LNG FSRU, as well as LNG carriers and LNG RVs. .

According to the marine fuel supply system according to an embodiment of the present invention, the boil-off gas (NBOG) generated and discharged from the storage tank 10 for storing liquefied gas is transported along the boil-off gas supply line (L1) to the compressor ( After being compressed in 20), it is supplied to the engine 50 (hereinafter referred to as 'main engine'), for example, a high-pressure natural gas injection engine such as a MEGI engine. The boil-off gas may be compressed to a high pressure of about 150 to 400 bara by the compressor 20 and then supplied to the main engine 50 as fuel.

The storage tank 10 is equipped with a sealing and insulating barrier to store liquefied gas such as LNG in a cryogenic state.

Inside the storage tank 10, a discharge pump 11 is installed to discharge LNG to the outside of the storage tank when necessary. One or more storage tanks 10 may be included in the ship, and any type such as a membrane type or an independent type may be used as long as it can store liquefied gas in a cryogenic state. The discharge pump 11 may be installed one by one inside each storage tank 10 .

The compressor 20 may include one or more compression stages 21 and one or more intermediate coolers 22 for cooling the boil-off gas whose temperature rises while being compressed. The compressor 20 may be configured to compress the boil-off gas to a high pressure of about 150 to 400 bara, for example.

Although a multi-stage compressor including five compression stages 21 is illustrated in FIG. 1, the number of compression stages and intermediate coolers may be changed as needed. In addition, in addition to the structure in which a plurality of compression cylinders are arranged in one compressor, it may be changed to have a structure in which a plurality of compressors are connected in series.

The boil-off gas compressed by the compressor 20 is supplied to the main engine 50. All of the compressed boil-off gas may be supplied to the main engine 50 according to the required amount of fuel required by the main engine 50. Only some of the boil-off gas may be supplied to the main engine 50.

In addition, according to a preferred embodiment of the present invention, when the boil-off gas discharged from the storage tank 10 and compressed in the compressor 20 (ie, the entire boil-off gas discharged from the storage tank) is referred to as the first stream, the boil-off gas The first stream of is divided into a second stream and a third stream after compression, the second stream is supplied as a fuel to the high-pressure natural gas injection engine, and the third stream is partially re-liquefied so as to be liquefied and returned to the storage tank (10). system (not shown).

According to a preferred embodiment of the present invention, a high-pressure pump 30 for compressing LNG is installed in the main LNG supply line (L2). Two high-pressure pumps 30 may be installed in parallel to meet redundancy requirements.

As described above, the pressure of the fuel gas required by the main engine 50, for example, the MEGI engine, is a high pressure of about 150 to 400 bara (absolute pressure). Since the pressure required by MEGI engines is higher than the critical pressure of natural gas (LNG and BOG), i.e. methane (approximately 50 bara), natural gas compressed to high pressure is in a supercritical state, i.e. neither gas nor liquid.

The LNG discharged from the storage tank 10 for storing liquefied gas through the discharge pump 11 is transported along the main LNG supply line L2 and supplied to the high-pressure pump 30. Subsequently, the LNG is compressed to a high pressure in the high-pressure pump 30 and then supplied to the vaporizer 40.

The vaporizer 40 vaporizes the liquefied gas compressed through the high-pressure pump 30.

The heat exchanger 45 vaporizes the liquefied gas in the vaporizer 40 and heats the first heat transfer medium that has lost energy. The first heat transfer medium may be glycol water.

A second heat transfer medium for heating the first heat transfer medium that has lost energy is supplied to the heat exchanger 45 . The second heat transfer medium may be steam or cooling water.

A circulation pump 47 for circulating the first heat transfer medium is installed between the vaporizer 40 and the heat exchanger 45. Two circulation pumps 47 may be installed in parallel to meet redundancy requirements.

The flow rate of the second heat transfer medium supplied to the heat exchanger 45 is determined by the opening degree of the valve B installed in the heat transfer medium supply line L3 connected to the heat exchanger 45 . The valve (B) is a control valve, and the opening of the valve (B) is controlled by the controller (70).

The controller 70 controls to supply at least one of LNG heated to a temperature required by the main engine 50 and boil-off gas compressed by the compressor 20 to the main engine, for example, the MEGI engine, as fuel. The flow rate of the second heat transfer medium that exchanges heat with the first heat transfer medium is adjusted to match the temperature of the fuel gas and the temperature of the first heat transfer medium respectively set according to the load of (50). The flow rate of the second heat transfer medium is adjusted according to the opening degree of the valve (B) described above.

More specifically, in the controller 70, the temperature of the fuel gas and the temperature of the first heat transfer medium are designated for each load of the main engine 50, and the output of the engine received from the PMS (Power Management System) 60 ( When the load of the engine is determined according to the load of the engine, the opening of the valve B is adjusted to match the temperature of the fuel gas and the temperature of the first heat transfer medium designated for the determined load of the engine. At this time, the temperature of the first heat transfer medium is set to a temperature approximately 3-4 degrees higher than the temperature of the fuel gas.

A fuel gas temperature between approximately 40 and 50 degrees is supplied to the main engine 50, that is, the MEGI engine. For example, the fuel gas temperature set at high load is set at 50 degrees, and the fuel gas temperature set at low load. can be specified as 40 degrees. May be specified at 35 degrees lower than 40 degrees at low load.

In particular, the controller 70 can reduce the amount of the second heat transfer medium supplied to the heat exchanger 45 by adjusting the opening of the valve B when the load of the main engine 50 is low, thereby reducing the engine load. The load of steam or cooling water in the load area can be reduced.

In this way, the controller 70 sets the temperature of the fuel gas supplied to the main engine 50 and the temperature of the first heat transfer medium supplied to the carburetor 40 according to the load of the main engine 50, respectively, and adjusts the temperature according to the set temperature. By controlling the flow rate of the second heat transfer medium that exchanges heat with the first heat transfer medium so as to keep the engine running, it can be operated flexibly according to the load of the engine.

In the low load region, even if the temperature of the fuel gas at the engine inlet drops, the effect is small, so that the temperature of the first heat transfer medium set at low load is lower than that at high load to adjust the temperature of the first heat transfer medium. 2 Energy efficiency can be maximized by reducing the amount of heat transfer medium. That is, in the conventional fuel supply system, the amount of the second heat transfer medium could not be reduced because it was set at one temperature and the amount of the second heat transfer medium could not be reduced even in the low load area as in the case of the high load area. Steam or coolant supplied to the heat exchanger 45 is set at a lower temperature than the high load region in the low load region by setting the temperature to two temperatures, that is, the temperature of the fuel gas at the engine inlet and the temperature of the first heat transfer medium, respectively. It is possible to reduce the amount of the second heat transfer medium such as.

Here, it is explained in the low load area or the high load area, but stepwise adjustment is possible in other areas. That is, as the temperature of the fuel gas and the temperature of the first heat transfer medium are designated for each load of the engine, the controller 70 can adjust the pressure and temperature at the engine inlet to a required level according to the load of the engine.

Furthermore, the controller 70 includes a first temperature transmitter (T1) installed between the compressor 20 and the main engine 50, and a second temperature transmitter installed between the vaporizer 40 and the heat exchanger 45. It is connected to a (temperature transmitter) (T2), respectively, and receives the first and second temperatures from the first and second temperature transmitters (T1, T2), respectively. Here, the first temperature is the temperature of the fuel gas, and the second temperature is the temperature of the first heat transfer medium.

The controller 70 monitors the first and second temperatures received from the first and second temperature transmitters T1 and T2 to obtain set temperatures set according to the load of the engine, that is, the temperature of the fuel gas and the temperature of the first heat transfer medium. It is determined whether it coincides with, and if it does not match, the opening degree of the valve B can be additionally adjusted. Here, it is determined whether or not it matches the set temperature, but the present invention is not necessarily limited thereto, and a case where the set temperature does not deviate from a predetermined reference range may be determined to be matched. In case of inconsistency, both lower and higher than the set temperature are included. If the set temperature is lower than the set temperature, the valve (B) opening degree is increased step by step, and when it is higher than the set temperature, the valve (B) opening degree can be reduced step by step. .

Figure 2 shows an operation flow chart for explaining a fuel gas temperature control method using a fuel supply system for ships according to a preferred embodiment of the present invention.

Referring to Figure 2, the controller 70 receives the output of the main engine 50 from the PMS (60) (S11).

The controller 70 determines the load of the main engine 50 based on the output of the main engine 50 received from the PMS 60 (S13).

The controller 70 sets the temperature of the fuel gas supplied to the main engine 50 and the temperature of the first heat transfer medium supplied to the carburetor 40, respectively, based on the determined load (S15). At this time, the temperature of the fuel gas and the temperature of the first heat transfer medium are set with reference to a predefined table, and in the table, the temperature of the fuel gas and the temperature of the first heat transfer medium are designated for each determined load. The temperature of the first heat transfer medium is designated as a temperature higher than the temperature of the fuel gas, and is designated as the temperature of the fuel gas and the temperature of the first heat transfer medium lower than the temperature of the high load when the load is low.

The controller 70 adjusts the flow rate of the second heat transfer medium that exchanges heat with the first heat transfer medium to match the set temperature of the fuel gas and the temperature of the first heat transfer medium (S17).

The flow rate of the second heat transfer medium is controlled by controlling the opening of the valve B installed in the heat transfer medium supply line L3 connected to the heat exchanger 45.

The opening degree of the valve B is controlled by the controller 70, and the controller 70 controls the opening degree of the valve B to control the temperature of the fuel gas and the first heat transfer in a state in which the flow rate of the second heat transfer medium is adjusted. The temperature of the medium is received from the first and second temperature transmitters T1 and T2, respectively, and it is determined whether or not the flow rate of the second heat transfer medium should be additionally adjusted, and according to the determination result, the opening degree of the valve B is further adjusted. may be Accordingly, by controlling the opening of the valve B according to the load of the engine to adjust the flow rate of the second heat transfer medium that exchanges heat with the first heat transfer medium, the temperature of the fuel gas can be flexibly adjusted according to the load of the main engine 50. can

As described above, by setting the temperature of the fuel gas at the inlet of the main engine 50 and the temperature of the first heat transfer medium, respectively, the temperature is set to a lower temperature than the high load region in the low load region and the steam or coolant supplied to the heat exchanger 45 and The amount of the same second heat transfer medium can be reduced.

The present invention above is not limited by the above-described embodiments, and various modifications and changes may be made by those skilled in the art, which are included within the spirit and scope of the present invention defined in the appended claims.

10: storage tank 20: compressor
30: high pressure pump 40: carburetor
45: heat exchanger 47: circulation pump
50: main engine 60: PMS
70: controller B: valve
T1, T2: first and second temperature transmitters

Claims (14)

In the fuel supply system including a storage tank for storing liquefied gas and boil-off gas generated from the liquefied gas, and an engine using at least one of boil-off gas and liquefied gas discharged from the storage tank as a fuel,
A compressor for receiving the boil-off gas generated in the storage tank and compressing it to a pressure required by the engine;
a high-pressure pump for compressing the liquefied gas in the storage tank to a pressure required by the engine;
a vaporizer for vaporizing the liquefied gas compressed by the high-pressure pump;
a heat exchanger for vaporizing the liquefied gas in the vaporizer and heating the first heat transfer medium that loses energy;
a valve for controlling the flow rate of the second heat transfer medium supplied to the heat exchanger; and
A controller for setting the temperature of the fuel gas supplied to the engine and the temperature of the first heat transfer medium supplied to the carburetor, respectively, according to the load of the engine, and adjusting the opening degree of the valve to match the set temperature,
The controller sets the temperature of the fuel gas and the temperature of the first heat transfer medium by referring to a defined table preliminarily specifying the temperature of the fuel gas and the temperature of the first heat transfer medium for each load of the engine. supply system. The method of claim 1,
The controller determines the load of the engine based on the output of the engine received from a power management system (PMS), and sets the temperature of the fuel gas and the temperature of the first heat transfer medium to a specified temperature in the table according to the determined load. A fuel supply system for setting each. The method of claim 2,
The fuel supply system of claim 1 , wherein the temperature of the first heat transfer medium is set to a temperature higher than the temperature of the fuel gas. The method of claim 1,
Wherein the controller reduces the amount of the second heat transfer medium supplied to the heat exchanger by adjusting the opening of the valve when the load of the engine is low. The method of claim 1,
a first temperature transmitter installed at the inlet of the engine; and
Further comprising a second temperature transmitter installed between the vaporizer and the heat exchanger, the fuel supply system. The method of claim 5,
The controller monitors the temperature of the fuel gas supplied to the engine through the first temperature received from the first temperature transmitter, and transfers the first heat supplied to the carburetor through the second temperature received from the second temperature transmitter. A fuel supply system that monitors the temperature of the medium. The method of claim 1,
The fuel supply system further comprising a circulation pump for circulating the first heat transfer medium for vaporization of the vaporizer. The method of claim 1,
The fuel supply system of claim 1, wherein the engine includes a MEGI engine. The method of claim 1,
Wherein the first heat transfer medium is glycol water. The method of claim 1,
The second heat transfer medium is steam or coolant, the fuel supply system. Fuel gas temperature using a fuel supply system including a storage tank for storing liquefied gas and boil-off gas generated from the liquefied gas, and an engine using at least one of boil-off gas and liquefied gas discharged from the storage tank as fuel. As a control method,
Receiving, by a controller, an output of the engine from a power management system (PMS);
determining, by the controller, a load of the engine based on the received output of the engine;
setting, by the controller, a temperature of fuel gas supplied to the engine and a temperature of a first heat transfer medium supplied to a vaporizer for vaporizing the liquefied gas, respectively, according to the determined load of the engine; and
Controlling, by the controller, a flow rate of a second heat transfer medium that exchanges heat with the first heat transfer medium to match a set temperature of the fuel gas and a set temperature of the first heat transfer medium;
In the setting step,
The controller sets the temperature of the fuel gas and the temperature of the first heat transfer medium by referring to a defined table preliminarily specifying the temperature of the fuel gas and the temperature of the first heat transfer medium for each load of the engine. Gas temperature control method. The method of claim 11,
In the adjusting step,
The controller controls the opening of a valve for regulating the flow rate of the second heat transfer medium supplied to the heat exchanger for vaporizing the liquefied gas in the vaporizer and heating the first heat transfer medium that loses energy. . The method of claim 11,
After the adjusting step,
The controller monitors the temperature of the fuel gas supplied to the engine through the first temperature received from the first temperature transmitter, and the first heat transfer medium supplied to the carburetor through the second temperature received from the second temperature transmitter Further comprising the step of monitoring the temperature of the fuel gas temperature control method. The method of claim 12,
In the adjusting step,
Wherein the controller reduces the amount of the second heat transfer medium supplied to the heat exchanger by adjusting the opening of the valve when the load of the engine is low.

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