KR20170081484A - Fuel Liquefied Gas Supply Heater and Fuel Liquefied Gas Supply System and Method of Engine Required Methane Number Control of Ship - Google Patents

Abstract

The present invention relates to a liquefied gas fuel supply system for a marine engine in which the methane level of fuel is required to be controlled, comprising a combined LNG to Gas heater integrated with a low temperature heater, a heavy carbon heater and a high temperature heater, To provide a fuel supply system and method including a supply heater.
The liquefied gas fuel supply heater of a marine engine which requires methane control according to the present invention comprises a liquefied gas supply part to which liquefied gas is supplied; A vaporizer for vaporizing at least a part of the supplied liquefied gas; A heating unit for heating the gas vaporized in the vaporizing unit; And a gas discharging portion for discharging the gas heated by the heating portion, wherein the tray filters the impurities in the fluid that is vaporized in the vaporizing portion and moves to the heating portion; And a drain portion for discharging the non-vaporized liquid in the vaporizing portion.

Description

TECHNICAL FIELD [0001] The present invention relates to a liquefied gas fuel supply heater and a liquefied gas fuel supply system including such a fuel supply heater,

The present invention relates to a liquefied gas fuel supply heater for an engine for marine engines, which requires an adjustment of methane gas to provide an integrated type of equipment for supplying a liquefied gas such as LNG (Liquefied Natural Gas) And a liquefied gas fuel supply system and method including such a fuel supply heater.

Diesel engines with high thermal efficiency and high durability are mainly used as power sources for propulsion of ships. Particularly, in the case of large diesel engines used in ships, HFO (Heavy Fuel Oil), which is a low-grade fuel with high viscosity, low volatility and low flammability, is often used for cost reduction. However, such a diesel engine is relatively causing environmental pollution sulfur compounds (SO _X), nitrogen compounds (NO _X) and particulate matter: to receive a significant amount of (PM Particulate Material).

Accordingly, gas fuels such as liquefied natural gas (LNG) and liquefied petroleum gas (LPG), which use less liquefied gas as fuel, are being developed.

Most of the ships using LNG as fuel are mainly LNG carrier (LNG carrier) which transports LNG. Recently, the emission control area (ECA) for the emission of atmospheric gas from vessels is expanding. It is being strengthened. In addition, the market for high oil prices is continuing, and LNG fuel prices are expected to decline due to the development of shale gas. As a result, eco-friendly fuels, especially LNG, are being replaced by passenger ships, cargo ships, The movement that you want to use as a means is happening.

There are two main types of fuel supply systems for ships using LNG as fuel. First, it uses the DF engine (Dual Fuel). One embodiment of a fuel supply system for supplying LNG as fuel to a DF engine is shown schematically in Fig.

As shown in FIG. 1, LNG is discharged from an LNG storage tank 100 using an LNG supply pump 110, and the discharged LNG is vaporized by a natural gas in a low temperature heater 120. The vaporized natural gas is cooled to about -110 DEG C to -100 DEG C in precooler 130 to liquefy the heavy carbon component. To control the metanga (Methane Number) of the natural gas supplied as a fuel of the engine by the gas-liquid separation in of the liquefied carbon eliminator 140 of the carbon compound is, for light carbon compound in a gaseous state for example, methane (CH ₄₎ carbon atoms Only the natural gas containing the carbon compound having a low carbon content is heated in the high temperature heater 150 according to the engine supply conditions and then supplied as the fuel of the DF engine 160.

Secondly, there is a method using ME-GI engine. Since the gas fuel supplied to the ME-GI engine does not need to regulate the methane gas, the LNG is discharged from the LNG storage tank to vaporize, To meet the temperature and pressure conditions required by the ME-GI engine, and then supplied as fuel.

Depending on whether the LNG storage tank is of membrane type, standalone A, B or C type, or the engine is a low pressure, medium pressure or high pressure engine, the fuel supply system components of the engine may be different, The fuel is supplied using the branching method.

Korean Patent Publication No. 10-2015-0117484 (published on October 20, 2015)

In the case of the DF engine, it is advantageous in terms of heat efficiency to reduce the fuel cost, excellent safety, and carbon dioxide in the exhaust gas discharged after combustion in the engine can be remarkably reduced, thereby being eco-friendly. , The low temperature heater 120, the heavy carbon remover 140, and the high temperature heater 150 must be included since the methane price must be adjusted according to the requirements of the engine.

The existing DF engine's fuel supply system has a complicated equipment configuration and a large size of equipment. Therefore, in order to install LNG fuel supply system in case of general passenger ship and cargo ship rather than LNG carrier, It is necessary to secure a space, and a large amount of equipment such as piping is required, which causes a large loss of time, space, and resources.

Accordingly, the present invention provides a liquefied gas fuel supply system for a marine engine in which methane of fuel is required to be controlled, comprising a combined LNG to Gas heater that combines a low temperature heater, a heavy carbon remover, A fuel supply system and a method including the integral fuel supply heater.

According to an aspect of the present invention, there is provided a liquefied gas supply apparatus including: a liquefied gas supply unit for supplying liquefied gas; A vaporizer for vaporizing at least a part of the supplied liquefied gas; A heating unit for heating the gas vaporized in the vaporizing unit; And a gas discharging portion for discharging the gas heated by the heating portion, wherein the tray filters the impurities in the fluid that is vaporized in the vaporizing portion and moves to the heating portion; And a drain portion for discharging the liquid which has not been vaporized in the vaporizing portion. The liquefied gas fuel supply heater of a marine engine requiring methane adjustment is provided.

Preferably, the inside of the liquefied gas fuel supply heater may be positioned in order of the vaporizing portion, the tray, and the heating portion.

Preferably, in the vaporizing portion, a hydrocarbon fluid having 2 or less carbon atoms is vaporized, and in the heating portion, the hydrocarbon gas having 2 or less carbon atoms can be heated.

According to another aspect of the present invention, there is provided a liquefied gas storage device comprising: a liquefied gas storage tank including a liquefied gas fuel supply heater for supplying a liquefied gas to the liquefied gas fuel supply heater; An engine that receives the vaporized and heated gas from the liquefied gas fuel supply heater as fuel; And a heating medium supply device for supplying the heating medium with the fuel supply heater, wherein the liquefied gas is supplied as fuel of the engine, and the heating medium supplied from the heating medium supply device to the vaporizing section and the heating section Wherein the engine is a dual fuel diesel electric (DFDE) engine or an X-DF (eXtra long stroke dual fuel) engine that requires adjustment of the methane level of fuel, and a first flow control valve A fuel supply system is provided.

According to another aspect of the present invention, there is provided a method for supplying a liquefied gas to a fuel supply heater including a first heat exchanger, a tray, and a second heat exchanger in one apparatus. Vaporizing the liquefied gas with a first heat exchanger of the fuel supply heater; Separating the carbon compounds in the vaporized gas through a tray of the fuel supply heater; And heating the gas in which the heavy carbon compound has been separated into the second heat exchanger of the fuel supply heater according to the fuel temperature condition of the engine to provide a liquefied gas fuel to the marine engine do.

Preferably, the separation of said carbon compound gas may be methane (CH ₄₎ gas.

According to the present invention, it is possible to supply environmentally-friendly liquefied gas such as LNG to various types of vessels ranging from small fishing vessels to very large container ships, thereby satisfying international environmental regulations and the like.

In addition, in order to install the fuel supply system of the engine, it is not necessary to reduce the existing cargo loading space, and it is possible to reduce the quantity and cost of equipment such as piping and reduce the number of equipment, thereby facilitating maintenance. In addition, equipment purchase cost (CAPEX) can be reduced.

Further, by controlling the methane value of the fuel supplied to the engine, it is possible to prevent the knocking phenomenon, thereby increasing the efficiency of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a simplified illustration of an embodiment of a liquefied gas fueling system of a DF engine according to the prior art; Fig.
2 is a view showing a liquefied gas fuel supply heater of a marine engine which requires methane control according to an embodiment of the present invention and a liquefied gas fuel supply system including such a fuel supply heater.

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

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the drawings, like reference numerals refer to like elements throughout. The same elements are denoted by the same reference numerals even though they are shown in different drawings. In addition, the following examples can be modified in various forms, and the scope of the present invention is not limited to the following examples.

A liquefied gas fuel supply heater and a liquefied gas fuel supply system including the fuel supply heater of a marine engine that require methane control according to an embodiment of the present invention can be applied to a ship, The term "floating structure" refers to a vessel equipped with a liquefied gas storage tank for storing liquefied gas such as LNG, in particular a FPSO (Floating , Production, Storage and Offloading), but it also includes LNG-FSRU (Floating, Storage and Regasification Unit), LNG carrier and LNG-RV (Regasification Vessel). However, the present invention is not limited to this, and it can include all ships capable of propelling an engine such as a cargo ship such as a super large container ship, a general passenger ship, and a small fishing vessel, and being powered by the engine. And can also be applied to an onshore plant including an engine having an engine.

Further, in this specification, the engine means an engine capable of being supplied with liquefied gas as fuel, and in particular, it may be a DF (Dual Fuel) engine. The DF engine is an internal combustion engine with excellent thermal efficiency. It is an engine that can use both natural gas and diesel oil as fuel, and it is necessary to control methane in fuel supply.

Methane number (MN) is an index of antiknock of gaseous fuel. The methane value of methane is set to 100 and the methane value of hydrogen is set to zero. Based on this, the volume ratio of methane in the mixed gas of methane and hydrogen .

Here, the term " knock " means an abnormal combustion of the engine and a metallic strike sound generated in association with the engine. The knock occurs when the operation of the piston and the ignition timing of the fuel do not match during the explosion stroke during the four strokes of the engine. The supplied gaseous fuel can be prevented from knocking if sufficient methane required by the engine is maintained.

In particular, the DFDE engine (Dual Fuel Diesel Electric Engine) generates electricity by driving the DF engine with boil off gas (BOG) that is continuously generated in the liquefied gas storage tank, and the generated electricity is connected to the propeller of the ship The DFDE has a thermal efficiency of about 41 ~ 43%, which is more than 30% higher than the steam turbine engine. This means millions of dollars a year can be saved. In addition, the DFDE is superior to the steam turbine engine that uses high temperature and high pressure steam, and is an eco-friendly engine that can dramatically reduce greenhouse gases such as carbon dioxide (CO ₂ ) in the exhaust gas generated during operation.

In addition, the X-DF engine (eXtra long stroke Dual Fuel) uses a dual fuel engine like the DFDE engine, while the DFDE uses the 2 stroke type instead of the propulsion motor.

Hereinafter, a liquefied gas fuel supply heater of a marine engine requiring methane control according to an embodiment of the present invention, and a liquefied gas fuel supply system and method including such a fuel supply heater will be described as applied to the DF engine described above. However, the present invention is not limited to this, and can be applied to an engine, particularly a marine engine, which requires adjustment of the methane charge of supplied gaseous fuel.

In this specification, the liquefied gas is LNG as an example. However, the present invention is not limited to this, and the same effect can be expected by applying liquefied gas such as LEG (Liquefied Ethane Gas) or LPG (Liquefied Petroleum Gas).

2 is a view showing a liquefied gas fuel supply heater of a marine engine which requires methane control according to an embodiment of the present invention and a liquefied gas fuel supply system including such a fuel supply heater, .

2, a liquefied gas fuel supply heater 300 according to an embodiment of the present invention includes a liquefied gas fuel supply heater 300 for supplying LNG from the LNG storage tank 200 as fuel for the DF engine 600, A gasifying unit 310 for gasifying at least a part of the LNG supplied from the gas supplying unit 340 and the liquefied gas supplying unit 340; a heating unit 330 for heating the gas vaporized in the gasifying unit 310; And a gas exhaust part 350a for exhausting the heated gas to meet the fuel supply condition of the engine 600. [

A tray 320 for filtering out impurities from the fluid moving to the heating unit 330 after being vaporized in the vaporizing unit 310 and a drain unit 360 for discharging the vaporized liquid in the vaporizing unit 310 ).

The vaporization portion 310, the tray 320 and the heating portion 330 may be placed in order inside the liquefied gas fuel supply heater 300. Preferably, as shown in Fig. 2, The tray 320, and the heating unit 330 from the lower portion of the liquefied gas fuel supply heater 300 in accordance with the flow direction of the LNG supplied to the LNG supply unit 300.

The heating unit 330 is a second heat exchanger that heats the gas vaporized in the vaporization unit 310 to meet the fuel supply conditions of the engine 600. The second heat exchanger 310 is a first heat exchanger for vaporizing the liquefied gas, to be.

2, the liquefied gas supply unit 340 is preferably located below the center of the liquefied gas fuel supply heater 300, and the vaporization unit 310 is positioned adjacent to the liquefied gas supply unit 340 . The gas exhaust part 350a is preferably located on the upper surface of the liquefied gas fuel supply heater 300 and the heating part 330 is preferably located adjacent to the gas exhaust part 350a, 320 are preferably located at a central portion between the vaporizing portion 310 and the heating portion 330 and inside the liquefied gas fuel supply heater 300.

The LNG supplied to the liquefied gas fuel supply heater 300 is supplied to the inside of the liquefied gas fuel supply heater 300 through the liquefied gas supply unit 340 and is supplied to the inside of the vaporization unit 310, And the heating section 330 are sequentially vaporized and the methane number is controlled and heated to meet the fuel supply conditions of the engine 600 and thereafter the gas exhausted from the upper surface of the liquefied gas fuel supply heater 300 Is supplied to the fuel of the DF engine 600 through the fuel injection port 350a.

That is, the liquefied gas fuel supply heater 300 according to the present invention includes a low temperature heater for vaporizing liquefied gas in a fuel supply system for supplying gaseous fuel to a conventional DF engine 600, Heavy Carbon Removal and Combined LNG to Gas Heater (LTGH), which combines the high temperature heater, which heats the methane-regulated natural gas to meet the engine fueling conditions, ) ≪ / RTI >

The liquefied gas fuel supply heater 300 is further provided with a pressure regulating portion 350b for artificially discharging the gas to regulate the internal pressure of the fuel supply heater 300, And the gas discharged through the pressure regulator 350b may be re-supplied to the LNG storage tank 200 or may be discharged to the outside air through a vent mast.

The vaporization part 310 may be a coil type pipe through which a heating medium for vaporizing the LNG can pass. That is, the LNG supplied to the liquefied gas supply unit 340 can be at least partially vaporized by heat exchange with the heating medium in the vaporization unit 310.

The liquefied gas vaporized in the vaporizing part 310 may be a hydrocarbon having 2 or less carbon atoms, for example, methane (CH ₄ ), ethane (C ₂ H ₆ ) contained in the liquefied gas, a hydrocarbon having 3 or more carbon atoms, For example, propane (C ₃ H ₈ ) and butane (C ₄ H ₁₀ ) contained in the liquefied gas may be partially contained.

The natural gas vaporized in the vaporizing unit 310 can be transferred to the heating unit 330 through the tray 320. In the tray 320, impurities in the natural gas vaporized in the vaporizing unit 310 can be removed.

Here, the impurities are propane (C ₃ H ₈ ), butane (C ₄ H), and the like, except for methane (CH ₄ ) contained in a hydrocarbon fluid having three or more carbon atoms, for example, ₁₀ ) or the like. Or at least a part of ethane (C ₂ H ₆ ) contained in a hydrocarbon fluid having two or more carbon atoms, that is, the liquefied gas vaporized in the vaporizing portion 310.

The tray 320 may be a pad of a knitted mesh type and serves to filter out impurities such as heavy carbon compounds in the natural gas moving to the heating unit 330.

That is, the vaporization part 310 and the tray 320 of the liquefied gas fuel supply heater 300 according to an embodiment of the present invention vaporize the low-carbon compounds contained in the LNG, filter the heavy carbon compounds in the vaporized natural gas The Mathane Number and the methane concentration required by the engine 600 can be adjusted.

The liquefied gas in a liquid state not vaporized in the vaporizing part 310 and the condensate filtered in the tray 320 are discharged to the outside of the heater 300 through the drain part 360 provided under the fuel supplying heater 300 The liquefied gas discharged through the drain portion 360 may be a hydrocarbon fluid having 3 or more carbon atoms such as propane (C ₃ H ₈ ), butane (C ₃ H ₈ ) containing at least a part of ethane (C ₂ H ₆ ) ₄ H ₁₀ ), and the like.

The lower portion of the liquefied gas fuel supply heater 300 may be provided so as to be inclined downward toward the drain portion 360 so that the liquefied gas is collected and discharged easily through the drain portion 360.

The natural gas passing through the vaporizing unit 310 and the tray 320 is transferred to the heating unit 330. The heating unit 330 is a heating unit for heating the natural gas passing through the vaporizing unit 310 and the tray 320, Or a coil-like pipe that can pass through. That is, the LNG supplied to the heating unit 330 through the vaporizing unit 310 and the tray 320 is heat-exchanged with the heating medium in the heating unit 330, Lt; RTI ID = 0.0 > 40 C. < / RTI >

Gas is heated in the heating unit 330 may include methane (CH ₄₎ gas, for example C2 hereinafter.

The heating medium supplied to the vaporizing unit 310 and the heating unit 330 may be a heating medium of the same component having the same temperature, for example, a glycol water of about 40 to 50 DEG C, Since the target temperature for heating the gas is different, the flow rate of the heating medium supplied to the vaporizing unit 310 and the flow rate of the heating medium supplied to the heating unit 330 may be different from each other.

The temperature required for heating the natural gas in the heating unit 330 is higher than the temperature required for vaporizing the LNG in the vaporizing unit 310. Therefore, The flow rate of the heating medium supplied to the heating unit 330 may be larger.

Hereinafter, a liquefied gas fuel supply system according to another embodiment of the present invention including the liquefied gas fuel supply heater 300 according to one embodiment of the present invention will be described.

The liquefied gas fuel supply system according to an embodiment of the present invention includes a liquefied gas storage tank 200 for supplying LNG to the liquefied gas fuel supply heater 300, And a heating medium supply device (400) for supplying a heating medium for vaporizing and heating the liquefied gas to the DF engine (600) and the fuel supply heater (300) supplied with the heated natural gas as fuel, The fuel can be supplied in accordance with the fuel supply condition of the engine 600.

The heating medium supply device 400 includes a first heating medium supply line HL1 for supplying the heating medium to the vaporizing portion 310 of the fuel supply heater 300 and a second heating medium supply line HL2 branched from the first heating medium supply line HL1, And a second heating medium supply line HL2 for supplying the heating medium to the heating unit 330 of the fuel supply heater 300. [

The flow control valves FV1 and FV2 may further include flow control valves FV1 and FV2 for controlling the flow rate of the heating medium supplied to the vaporizing portion 310 and the heating portion 330. The flow control valves May be provided in the medium supply line HL1, or may be provided in the second heating medium supply line HL2.

Preferably, the first heating medium supply line HL1 is provided with a first heating medium supply line HL1 for controlling the flow rate of the heating medium to be supplied from the heating medium supply device 400 to the fuel supply heater 300, And a second flow control valve FV2 for controlling the flow rate of the heating medium branched to the flow control valve FV1, the vaporization unit 310 and the heating unit 330. [ A third flow rate control valve FV3 for controlling the flow rate of the heating medium supplied from the first heating medium supply line HL1 to the vaporization unit 310 at the downstream end of the second flow control valve FV2, And a fourth flow control valve FL4 provided in the second heating medium supply line HL2 for controlling the flow rate of the heating medium supplied to the heating unit 330. [

A first heating medium discharge line CL1 for discharging the heating medium after vaporization of the liquefied gas in the vaporizing section 310 and a second heating section 331 for discharging the heating medium after heating the natural gas in the heating section 330, The first heating medium discharge line CL1 and the second heating medium discharge line CL2 may be connected to the heating medium recirculation device 500 so that the fuel supply heater 300 may be connected to the heating medium recycling device 500, The heating medium discharged after the heat exchange can be heated and recycled to the heating medium supply device 400. [

The second heating medium discharge line CL2 may be branched from the first heating medium discharge line CL1 and the first heating medium discharge line CL1 and the second heating medium discharge line CL2 may also be branched Valves FV5, FV6, FV7, FV8 may be provided.

The temperature of the heating medium supplied from the heating medium supply device 400 to the first heating medium supply line HL1 and the second heating medium supply line HL2 is preferably 40 to 50 占 폚.

Temperature required to vaporize the liquefied gas of a carbon number of 2 or less in gasification section 310, methane (CH ₄₎ having a boiling point of atmospheric pressure at a boiling point under normal pressure of less than about -88.6 ℃ of about -162 ℃ naejineun ethane (C2H6), the Accordingly, by controlling the flow rate control valves FV1, FV2, and FV3 to control the flow rate of the heating medium supplied to the vaporizing unit 310, the liquid fuel supplied to the fuel supply heater 300, (CH ₄ ) contained in the liquefied gas, that is, the low hydrocarbon to be vaporized in the gas.

At this time, the fifth flow control valve FV5 and the eighth flow control valve FV8 provided in the first heating medium discharge line CL1 are controlled to control the flow rate of the heating medium discharged from the fuel supply heater 300 So that the heat energy to be transferred to the liquefied gas can be controlled.

In addition to methane (CH ₄ ), ethane (C ₂ H ₆ ), propane (C ₃ H ₈ ), and the like may be vaporized together with methane at least partially in the natural gas vaporized in the vaporizing unit 310, At least some or all of the heavy hydrocarbon components such as ethanol, propane and the like are filtered by the tray 320, preferably condensed in the tray 320, descended by gravity in a droplet state, The drain portion 360 of the semiconductor device 300 may be discharged to the outside.

The natural gas which is vaporized in the vaporizing part 310 and passed through the tray 320 and then moved to the heating part 330 may be methane (CH ₄ ) gas. In the heating part 330, The temperature of the engine 600 may be the temperature required as the fuel supply condition in the engine 600, for example, about 40 占 폚.

 Therefore, by controlling the flow rate control valves FV1, FV2 and FV4 and controlling the flow rate of the heating medium supplied to the heating unit 330, the fuel is supplied to the fuel supply heater 300 to be supplied as the fuel of the engine 600, And causes the natural gas, preferably methane gas, vaporized in the portion 310 to be heated to the target temperature.

At this time, similarly, the seventh flow rate control valve FV7 and the sixth flow rate control valve FV6 provided in the second heating medium discharge line CL2 are controlled to control the flow rate of the heating medium discharged from the fuel supply heater 300 It is possible to control the heat energy to be transferred to the natural gas which is vaporized in the vaporization part 310 and heated in the heating part 330 by adjusting the temperature.

The natural gas discharged from the gas discharging unit 350a after being heated in the heating unit 330 may be supplied as the fuel of the DF engine 600. The natural gas may be mixed with the combustion air, ) May be, for example, about 70 vol.%, And the methane gaseous may be about 80.

According to one embodiment of the present invention, as described above, the combined low-temperature heater, the heavy carbon heater, and the high-temperature heater, which are necessary equipment for supplying the gaseous fuel to the engine, Heater) and an integrated fuel supply heater, it is possible to supply eco-friendly liquefied gas such as LNG as an engine fuel to various types of vessels ranging from small fishing vessels to super large container lines, have.

In addition, in order to install the fuel supply system of the engine, it is not necessary to reduce the existing cargo loading space, and it is possible to reduce the quantity and cost of equipment such as piping and reduce the number of equipment, thereby facilitating maintenance. In addition, it is possible to reduce the cost of equipment purchase (CAPEX), and by controlling the methane charge of the fuel supplied to the engine, the knocking phenomenon can be prevented and the efficiency of the engine can be improved.

It will be apparent to those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or scope of the invention as defined in the appended claims. . Therefore, the above-described embodiments are to be considered as illustrative rather than restrictive, and the present invention is not limited to the above description, and may be modified within the scope of the appended claims and equivalents thereof.

100, 200: LNG storage tank (LNG storage tank)
110, 210: LNG feed pump (LNG feed pump)
120: Low Temperature Heater
130: Yes Pre-Cooler
140: Heavy Carbon Removal
150: High Temperature Heater
160, 600: DF engine (Dual Fuel Engine)
300: Combined LNG to Gas Heater (LTGH)
310: Vaporizaton Section
320: Heavy Carbon Condensate Tray
330: Heating section (Gas Heating Section)
340: Heavy Carbon Condensate Drain Section
350a: Fuel gas emission section
350b: Pressure Emission Section (Gas Emission Section)
400: Heating Medium Supply Equipment
500: Heating Medium Recirculation Equipment
HL1: first heating medium supply line
HL2: second heating medium supply line
CL1: First heating medium discharge line
CL2: second heating medium discharge line
FV1, FV2, FV3, FV4, FV5, FV6, FV7, FV8: Flow control valve

Claims (6)

A liquefied gas supply unit for supplying the liquefied gas;
A vaporizer for vaporizing at least a part of the supplied liquefied gas;
A heating unit for heating the gas vaporized in the vaporizing unit; And
And a gas discharge unit for discharging the gas heated by the heating unit,
A tray which is vaporized in the vaporizing part and filters out impurities from the fluid moving to the heating part; And
And a drain portion for discharging the liquid not vaporized in the vaporizing portion. The liquefied gas fuel supply heater of a marine engine requiring methane-valence control. The method according to claim 1,
Inside the liquefied gas fuel supply heater,
Wherein the vaporization unit, the tray, and the heating unit are arranged in order, the liquefied gas fuel supply heater of a marine engine requiring methane adjustment. The method of claim 2,
In the vaporizing portion,
A hydrocarbon fluid having not more than 2 carbon atoms is vaporized,
In the heating section,
Wherein the hydrocarbon gas having a carbon number of 2 or less is heated. A liquefied gas fuel supply heater according to any one of claims 1 to 3,
A liquefied gas storage tank for supplying liquefied gas to the liquefied gas fuel supply heater;
An engine that requires adjustment of the methane charge to be supplied from the gas heated and vaporized in the liquefied gas fuel supply heater as fuel; And
And a heating medium supply device for supplying the heating medium to the fuel supply heater, wherein the liquefied gas is supplied as fuel of the engine,
And a flow control valve for controlling a flow rate of the heating medium supplied from the heating medium supply device to the vaporizing unit and the heating unit,
Characterized in that the engine is a DFDE (Dual Fuel Diesel Electric) engine or an X-DF (eXtra long stroke Dual Fuel) engine that requires methane control of the fuel. Supplying a liquefied gas to a fuel supply heater having a first heat exchanger, a tray, and a second heat exchanger in one apparatus;
Vaporizing the liquefied gas with a first heat exchanger of the fuel supply heater;
Separating heavy carbon in the vaporized gas through a tray of the fuel supply heater;
And heating the gas in which the heavy carbon compound is separated into the second heat exchanger of the fuel supply heater according to the fuel temperature condition of the engine. The method of claim 5,
Characterized in that the gas in which the heavy carbon compounds are separated is methane (CH ₄ ) gas.

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