KR20210059711A - Fuel tank device for gas-fueled ships - Google Patents

Abstract

The present invention relates to a fuel tank apparatus for a gas-fueled vessel for storing LNG-fuel, the apparatus comprising an LNG-fuel tank 12, and a tank connection space 26.2 provided in communication with the LNG-fuel tank 12. ), and this tank connection space 26.2 is formed of at least three isolated compartments, i.e. one bunkering compartment 30.2 and at least two LNG-fuel supply compartments 70.3, 70.4.

Description

Fuel tank device for gas-fueled ships

The present invention relates to a fuel tank apparatus for gas-fired ships using fuel liquefied natural gas (LNG) as the sole source. The present invention is primarily concerned with meeting the requirements of pure gas-fuel setup for the construction of LNG-fuel tanks. More particularly, the present invention relates to an LNG-fuel tank apparatus comprising a tank connection space in which the tank is formed of at least one shell, insulation and a plurality of compartments disposed at the end or side of the LNG-fuel tank.

Since LNG is an efficient way to reduce emissions, its use as fuel for ships is increasing. In the coming decades, natural gas (NG) is expected to become the world's fastest growing major energy source. The driving force behind this development is the depletion of known oil reserves, increasing environmental awareness and continuing to tighten emission limits. All major emissions can be significantly reduced, resulting in an environmentally friendly solution. In particular, _{the reduction of CO 2} is difficult to achieve with conventional oil-based fuels. _{NG consists of methane (CH 4} ) with a low concentration 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 makes it possible to use a storage tank of an appropriate size relative to the energy content. The combustion process of NG is clean. High hydrogen to coal ratio (the highest of fossil fuel) oil-means that the CO ₂ emissions is less than the base fuel. When the NG is liquefied, all sulfur is removed, which means that there are no _{SO X emissions.} The clean combustion properties of NG also _{significantly reduce NO X} and particle emissions compared to oil-based fuels. Particularly in the case of cruise ships, ferries and so-called Lofax ships on which passengers are boarded, it is a very important feature that there is no soot emission and no noticeable smoke in the exhaust gas of the ship's engine.

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

The unpressurized prior art LNG-tanks generally have only a single wall or shell covered with insulation of, for example, polyurethane. Pressurized prior art LNG-tanks have 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 insulating space between them. For emptying the tank, in the LNG-tank, as a separate chamber at a short distance from the tank or as an extension of the tank, a tank connection with the first end connected to the LNG-tank and the 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 generally an airtight enclosure containing all tank connections, fittings, flanges and tank valves. It consists of a cryogenic resistant material and has a bilge well with a high level indicator and a low temperature sensor. The tank connection space (TCS) is generally inaccessible and cannot be entered by personnel unless sufficient oxygen and explosive atmospheres are ensured. For safety reasons, the TCS is provided with permanent gas detection, fixed fire detection and mechanical forced ventilation to change air 30 times per hour.

As is well known, environmental awareness motivates shipbuilders to move toward using fuels that generate minimal carbon dioxide emissions. One way to achieve this goal is to build ships that operate solely on NG, ie NG is the only fuel available to engines or other gas consumers. The International Safety Code for ships using gas or other low-flash point fuels, the so-called IGF Code, provides several regulations for a single fuel installation. The goal of the regulation is to ensure that no power loss, ie reduced maneuverability of the ship, due to leaks or other problems associated with the LNG tank.

There are two basic types of LNG-tanks in that they are useful on single fuel vessels. In the first type of tanks, some leakage of the tank structure may occur, and due to the risk of leakage, the IGF code requires that the fuel reservoir be separated between at least two tanks located in separate compartments, and each tank transfers fuel from the tank to the engine. It stipulates that the equipment and equipment necessary for delivery must be provided. In other words, tanks of the first type require complete redundancy and separation.

In the second type of tank, leakage is only possible from the valve, so the IGF code only needs that a single fuel tank can be used to store fuel for multiple engines if the tank has tank connection space for each engine. do.

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

The following describes in more detail the second type of LNG tanks, in particular the tank connection spaces arranged in this connection. 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, according to the IGF code regulations, the method of dividing the various devices and equipment between individual tank connection spaces is completely open.

Accordingly, it is an object of the present invention to design an LNG-fuel tank arrangement for gas-fueled ships in which various devices and equipment used to handle 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 gas-fueled ships in which problems arising when supplying LNG-fuel to one engine are isolated from other engines so that other engines can continue trouble-free operation.

Another object of the present invention is to design an LNG-fuel tank arrangement 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 of a gas-fueled vessel 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 tank The connection space is substantially satisfied by a fuel tank arrangement which is formed of at least three isolated compartments, ie one bunkering compartment and at least two LNG-fuel supply compartments.

Other characteristic features of the invention become apparent in the appended dependent claims.

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

ㆍ Only one LNG-tank is required to store fuel in more than one engine,

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

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

ㆍ Continuous 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 Moist ventilation air prevents condensation and ice from forming in the cold equipment of TCS.

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

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

2A schematically shows a basic configuration 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 of, for example, an inner shell 20, an outer shell 22 and a heat 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 does not have to be an extension of the shell of the tank, but for example the shell of the tank as a separate chamber at the side or end of the LNG-fuel tank. May be away from. However, in this case, since the part of the connection part between the tank and the tank connection space must be provided with a double piping, such a connection part is less attractive. Insulation 28 is preferably provided in the tank connection space 26.1, but this is not necessarily the case. The tank connection space 26.1 is formed by one bunkering section 30.1 and two LNG-fuel supply sections 70.1 and 70.2.

2B schematically shows the basic configuration of an LNG-fuel tank 12 according to a second variant of the preferred embodiment of the present invention. The fuel tank 12 is already formed of an inner shell 20, an outer shell 22 and a heat insulating material 24 therebetween, as before. 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 does not necessarily have to be an extension of the shell of the tank, but may 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 provided with insulation 28, but not necessarily. The tank connection space 26.2 is formed of one bunkering section 30.2 and two LNG-fuel supply sections 70.3 and 70.4.

The only difference between FIGS. 2A and 2B is the design of the tank connection spaces 26.1 and 26.2. The tank connection space 26.1 of FIG. 2A has a small bunkering section 30.1 surrounded on one side by an LNG-tank and on three sides by an LNG-fuel supply section 70.1 and 70.2. Thus, access to the bunkering section (30.1) is made from above or below. The tank connection space 26.2 in Fig. 2b has a large bunkering section 30.2 on one side surrounded by an LNG-tank 12 and on two sides by an LNG-fuel supply section 70.3 and 70.4, and a fourth side, That is, the end of the bunkering section 30.2 opposite the LNG-tank 12 extends to the level of the end of the LNG-fuel supply section, so that the end wall of the bunkering section 30.2 is also from its side to the bunkering section. Guarantees free access (however, through that wall).

Fig. 3 shows the cross section A-A of Fig. 2A and explains the equipment and equipment required to fill the LNG-fuel tank 12 with LNG. Such equipment is provided according to the invention in the bunkering section 30.1 of the tank connection space. The bunkering section 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 is in the lower filling line 36 leading from the bunkering section 30.1 to the bottom of the LNG-tank 12, or at the top of the LNG-tank 12. It is used to deliver the LNG to the upper filling line 38 leading to the LNG spray 40 at. Preferably, the LNG filling lines 36, 38 are led directly from the bunkering section 30.1 through the wall or shell of the tank inside the LNG-tank 12. However, the corresponding lines can also be arranged to first leave the bunkering section 30.1 through its upper wall and then into the tank through its upper wall, whereby the lines need to be provided with a double wall. The bunkering valve 34 can also be used to deliver LNG to both filling lines simultaneously. The bunkering section 30.1 also has a steam return valve 42 with a steam return line 44 for collecting steam from the LNG-tank 12 during filling. The steam return line 44 takes steam for recovery outside the bunkering section 30.1.

The bunkering section 30.1 additionally has an emergency pressure relief valve 46, which in case the pressure in the tank 12 exceeds a predetermined value, the vent mast ( Open the vent connection along the safety relief line (48) up to 50). An instrument 52 for measuring the LNG level L in the LNG-tank 12 is also provided in the bunkering section 30.1. In addition to the aforementioned equipment for filling the LNG-fuel tank 12 with LNG, the bunkering section 30.1 is from the air or ventilation inlet line 54 with the first fire damper valve 56 and the bunkering section 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 ventilation outlet line ( It further comprises a blower 62 located at 58). The first and second fire damper valves 56 and 60 are always open in normal operating conditions and close automatically only when a fire is detected in the bunkering section 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 permissible bunkering section pressure p0 due to, for example, a temperature rise. The maximum allowable pressure p0 of the bunkering section 30.1 is generally 0.1 to 0.5 barg (gauge pressure) or 1.1 to 1.5 bar absolute pressure, preferably 0.2 to 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 the section B-B of FIG. 2A and illustrates the equipment and equipment required to provide NG to the engine and provided in the LNG-fuel supply section 70.1 of the tank connection space according to the invention. The LNG-fuel supply compartment has many of the same equipment as the bunkering compartment, and these are now marked with the same reference number except for a '2' preceded by it. Thus, the ventilation of the LNG-fuel supply section is an air or ventilation inlet line 254 with a first fire damper valve 256 and a second fire damper valve leading from the LNG-fuel supply section 70.1 to the vent mast 250. A ventilation outlet line 258 with 260, and a blower 262 positioned at the ventilation inlet line 254 or ventilation outlet line 258 to ventilate the LNG-fuel supply section 70.1. The first and second fire damper valves 256, 260 are always open in normal operating conditions and close automatically only when a fire is detected in the LNG-fuel supply section 70.1. In addition, the LNG-fuel supply section also includes a pressure relief valve 264 connecting the interior of the LNG-fuel supply section 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-fuel supply section 70.1 exceeds the maximum permissible LNG-fuel supply section pressure p0, for example due to an elevated temperature. The maximum permissible pressure p0 in the LNG-fuel supply section is generally 0.1 to 0.5 barg (gauge pressure) or 1.1 to 1.5 bar absolute pressure, preferably 0.2 to 0.4 barg. Finally, the LNG-fuel supply 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-fuel supply section.

Equipment specifically located in the LNG-fuel supply section, ie the equipment necessary to provide NG fuel to the engine, comprises an LNG outlet line 72 that takes liquid LNG from the bottom of the LNG-tank 12. In a variant of the invention, LNG is directed to the main LNG evaporator 76 through an LNG outlet valve 74. The LNG-fuel is vaporized in the evaporator 76 and continues in a gaseous state to the gas heater 78, where the heated gas NG is directed to the engine through the main gas valve 82 along the fuel supply line 80. Line 84 is from between the LNG outlet valve 74 and the main LNG evaporator 76, through valve 86, to the top of the LNG-tank 12 or into the gas space to bring the liquid LNG to the tank 12. It follows. Line 88 introduces the vaporized LNG from between the main LNG evaporator 76 and the gas heater 78 through a valve 90 to the gas cavity of the LNG-tank 12. Further, the line 92 takes the heated NG from the fuel supply line 80 through a valve 94 to a line 84 that takes the heated NG to the gas cavity of the LNG-tank 12. In addition, the boil-off gas (BOG) line 96 is from the gas space of the LNG-tank 12 through the boil-off gas valve 98 and the compressor room (not shown) outside the LNG-fuel supply section 70.1. Leads to A gas (BOG) heater 100 may be connected to the BOG line 96 if necessary.

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

5 schematically shows a second variant of the LNG-fuel supply 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, a cryogenic pump 110 is provided in the LNG outlet line 72 upstream of the LNG outlet valve 74. Now, the pump 110 replaces the pressure build-up device of FIG. 4.

6 schematically shows a further refinement of the bunkering section 30.1 of FIG. 3. According to FIG. 6, here, in the bunkering section 30.1, in addition to the equipment required to fill the LNG-fuel tank 12 discussed in FIG. 3 with LNG, for arranging an inert atmosphere in the bunkering section 30.1 Means are provided. In addition to the first fire damper valve 56, the ventilation inlet line 54 of the bunkering section 30.1 of the tank connection space is provided with a first closing valve 112, and the ventilation outlet line 58 is provided with a second fire damper valve. 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 deactivation. The bunkering section 30.1 is an inlet line 116 for introducing inert gas from the gas source 118 to the bunkering section 30.1 and a gas outlet line for discharging gas from the bunkering section 30.1 to the vent mast 50. (120) is further included. The inert gas inlet line 116 is provided with a first pressure regulating valve 122 outside the bunkering section 30.1 to control the inert atmosphere in the bunkering section 30.1, but preferably not necessarily. The gas outlet line 120 is connected to the vent mast 50 through a second pressure regulating valve 124 therein. 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. The oxygen analyzer 126 may also be located in connection with the bunkering section 30.1 upstream of the second pressure regulating valve 124 or gas outlet line 120.

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. When going down to the first pressure regulating valve 122 is opened, i.e. when the pressure in the bunkering section 30.1 is less than p1, the first pressure regulating valve 122 allows the inert gas to enter the bunkering section 30.1 . According to the same manner 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 is opened 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 the upper limit pressure p1 is reached, i.e. below the pressure p1. Remain 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 the pressure of px and remain open until the pressure decreases to p2, thereby px> p2. 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, the 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 the control of the first pressure regulating valve 122 to the bunkering section pressure, whereby the first pressure regulating valve 122 is opened and the pressure in the bunkering section 30.1 is zero. 2 The pressure regulating valve 124 receives a control signal from the bunkering section pressure at px and increases until it takes over control of the first pressure regulating valve 122 that opens and closes it.

According to a second alternative further feature of the second preferred mode of operation, the closing of the first pressure regulating valve 122 at pressure p1 directs the second pressure regulating valve 124 to open, takes control and It is used to keep the first pressure regulating valve 122 closed until the 2 pressure regulating valve 124 is closed at the pressure p2. Thereafter, control of the first pressure regulating valve 122' is given to the bunkering section pressure, so that the first pressure regulating valve 122 is opened to allow the pressure in the bunkering section 30.1 to increase and reach the pressure p1. The second pressure regulating valve 124 is kept in a closed state.

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

Further, the oxygen concentration affects the functions of the first and second pressure regulating valves 122 and 124 as described later.

When using a new bunkering section (30.1) or when deactivating the bunkering section (30.1) after inspection, i.e. when converting the bunkering section (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. valves 122 and 124 are at least of the bunkering section. It receives a control signal from the pilot pressure. The deactivation of the bunkering section 30.1 can be carried out in two fundamentally different ways, ie 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. of the gas or discharge line 120 of the bunkering section 30.1 upstream of the gas outlet line 120. The bunkering section 30.1 is continuously opened until the oxygen concentration of the gas discharged from the bunkering section 30.1 downstream of the second pressure regulating valve 124 is determined to have been reduced by the oxygen analyzer 126 to below the maximum permissible oxygen concentration. Includes purging. Here, the operation of the pressure regulating valves 122 and 124 is that as long as the oxygen concentration in the bunkering section 30.1, that is, the analyzer 126 is high, the two valves 122 and 124 remain open, and the maximum allowable oxygen concentration The first preferred mode of operation is used to mean that only after reaching 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. In the former case, as soon as the pressure in the bunkering section 30.1 decreases below p2, the second pressure regulating valve 124 is closed, and in the latter case, the first pressure regulation when the pressure in the bunkering section 30.1 reaches p1. The valve 122 is closed. Therefore, in the former case, the bunkering compartment pressure after deactivation is p2 and in the latter case it is p1. Naturally, the oxygen concentration can optionally be followed such that the first or second pressure regulating valve 122 or 124 is manually closed (instead of automatic control). Thereby both valves 122 and 124 are deactivated, ie set to standby mode, from which both valves can be restarted by increasing the oxygen concentration or decreasing the pressure in the bunkering section. Thus, pressure control of 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. Thus, according to a second preferred mode of operation and a first alternative further feature thereof, when using the bunkering section 30.1 or deactivating the bunkering section 30.1 after service or maintenance, an inert gas is supplied to the bunkering section 30.1. The first pressure regulating valve 122 used to introduce the bunkering section 30.1 is opened when the pressure in the bunkering section 30.1 is atmospheric pressure p1, and the second pressure regulating valve 124 is the pressure in the bunkering section 30.1 is the second pressure It remains closed until it exceeds a predetermined pressure p1 which causes the opening of the regulating valve 124 and thus the closing of the first pressure regulating valve 122, whereby the pressure is brought to a second predetermined value p2. It 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 ( 126), the operation continues until it is determined that it has been reduced below the maximum permissible oxygen concentration, i.e. until such oxygen concentration has been reached and combustion of NG irrespective of the concentration of the fuel is no longer possible. Upon reaching the desired oxygen concentration, at least the first or second pressure regulating valve 122 or 124 is closed. After that, the pressure in the bunkering section 30.1 is p2 or p1, respectively, and both valves 122 and 124 can be made inactive, i.e. set to the standby mode, from which both valves are made into the bunkering section 30.1 ) Can be restarted by increasing the oxygen concentration or decreasing the pressure. Thus, pressure control of the bunkering section 30.1 is left for the pressure relief valve 64.

In addition, according to a second preferred mode of operation and a second alternative further feature thereof, when using the bunkering section 30.1 or deactivating the bunkering section 30.1 after service or maintenance, an inert gas is supplied to the bunkering section 30.1. The first pressure regulating valve 122 used to introduce is opened when the pressure in the bunkering section 30.1 is atmospheric pressure and thus is below p1, and the second pressure regulating valve 124 is the pressure in the bunkering section 30.1 It remains closed until it exceeds a predetermined pressure p1 which causes the closing of the first pressure regulating valve 122 and thus the opening of the second pressure regulating valve 124. The first pressure regulating valve 122 is kept closed, thereby reducing the bunkering section pressure below a 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 ( 126), the operation continues until it is determined that it has been reduced below the maximum permissible oxygen concentration, i.e. until such oxygen concentration has been reached and combustion of NG irrespective of the concentration of the fuel is no longer possible. Upon reaching the desired oxygen concentration, at least the first or second pressure regulating valve 122 or 124 is closed. After that, the pressure in the bunkering section is p2 or p1, respectively, and both valves 122 and 124 can be turned off, i.e. set to standby mode, from which both valves are oxygen in the bunkering section 30.1 It can be restarted by an increase in concentration or by a decrease in pressure. Thus, pressure control of the bunkering section 30.1 is left for the pressure relief valve 64.

The 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 of 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 closing valve 112 and the second fire damper valve 60 and the second closing valve 114 in the ventilation outlet line 58 must be checked regularly. In order 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. To check the function of the fire damper and closing valve, first the fire damper valve 56 or 60 is closed and the closing valve 112 or 114 is opened and away from the closing valve 112 or 114, i.e. the bunkering compartment 30.1 ), the inlet line 54 or the outlet line 58 leading in the opposite direction to the Bunkering section 30.1 are monitored to see if any leaks can be detected. Otherwise, the fire damper valve 56 or 60 appears to be in good condition, after which the closing valve 112 or 114 is closed and the fire damper valve 56 or 60 is opened. Next, again away from the closing valve 112 or 114, i.e. the inlet line 54 or the outlet line 58 leading in the opposite direction to the bunkering section 30.1 is monitored, so that from the bunkering section 30.1 It is checked if any leaks can be detected. Otherwise, the closing valve 112 or 114 is 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 found during operation, the malfunctioning valve needs to be replaced or maintained.

If the bunkering compartment itself or any piece of equipment within it requires service or maintenance, the inert atmosphere of the bunkering compartment must be converted to an air atmosphere, whereby both pressure regulating valves 122 and 124 are deactivated and , The fire damper and closing valves 56, 60, 112 or 114 are opened and the blower 62 is started, ie standard ventilation is turned on to flush out nitrogen and fill the bunkering section 30.1 with air.

7 schematically shows a further refinement of the LNG-fuel supply section 70.1 of FIG. 4. The further refinement shown is the same as discussed above with respect to the bunkering section. The same inert equipment is now provided in or in connection with the LNG-fuel supply section 70.1. Accordingly, according to FIG. 7, here, in the LNG-fuel supply section 70.1, in addition to the equipment required to fill the LNG-fuel tank 12 discussed in FIG. 3 with LNG, the LNG-fuel supply section 70.1 Means are provided for placing an inert atmosphere in the. The ventilation inlet line 254 of the LNG-fuel supply section 70.1 of the tank connection space is provided with a first closing valve 212 in addition to the first fire damper valve 256 and a second closing valve 212 in the ventilation outlet line 258. A second closing valve 214 is provided in addition to the fire damper valve 260 so that the LNG-fuel supply section 70.1 can be closed from the outside atmosphere for its deactivation. The LNG-fuel supply section 70.1 is an inlet line 216 for introducing an inert gas from the gas source 218 to the LNG-fuel supply section 70.1 and a vent mast 250 from the LNG-fuel supply section 70.1. It further comprises a gas outlet line 220 for discharging the furnace gas. The inert gas inlet line 216 is provided with a first pressure regulating valve 222 outside the LNG-fuel supply section 70.1 to control the inert atmosphere in the LNG-fuel supply section, but preferably 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-fuel supply section 70.1. The oxygen analyzer 226 may also be located in connection with the LNG-fuel supply section 70.1 upstream of the second pressure regulating valve 224 or gas outlet line 220.

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 in the LNG-fuel supply section 70.1, so that the LNG-fuel supply section 70.1 is When the pressure falls below the upper limit pressure p1, the first pressure regulating valve 222 is opened, that is, when the pressure in the LNG-fuel supply section 70.1 is less than p1, the first pressure regulating valve 222 is -Allow entry into the fuel supply compartment (70.1). According to the same manner of operation, the second pressure regulating valve 224 is also a pilot operated valve that receives a control signal from the pressure in 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, that is, the gas from the LNG-fuel supply section 70.1 to the vent mast 250 Discharge. 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-fuel supply 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 px> p2. 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, the 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 section pressure, whereby the first pressure regulating valve 222 is opened and the LNG-fuel supply section ( 70.1) until the second pressure regulating valve 224 takes control of the first pressure regulating valve 222, which receives the control signal from the LNG-fuel supply section pressure at px, opens, and closes it. Increases.

According to a second alternative further feature of the second preferred mode of operation, the closing of the first pressure regulating valve 222 at pressure p1 directs the second pressure regulating valve 224 to open, takes control and 2 Used to keep the first pressure regulating valve 222 closed until the pressure regulating valve 224 is closed at pressure p2. Thereafter, control of the first pressure regulating valve 222' is given to the LNG-fuel supply section pressure, so that the first pressure regulating valve 222 is open to allow the pressure in the LNG-fuel supply section 70.1 to increase. And keep the second pressure regulating valve 224 closed until the pressure p1 is reached.

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

Further, the oxygen concentration affects the functions of the first and second pressure regulating valves 222 and 224 as described later.

When using a new LNG-fuel supply compartment (70.1) or when deactivating the LNG-fuel supply compartment after inspection, i.e. when converting the LNG-fuel supply compartment from an air atmosphere to an inert atmosphere, ventilation inlet line 254 and ventilation. The outlet line 258 is closed by the first and second fire damper valves 256 and 260, the first and second pressure regulating valves 222 and 224 are actuated, i.e. the valves 222 and 224 are at least It receives a control signal from the pilot pressure in the LNG-fuel supply section. The deactivation of the LNG-fuel supply section 70.1 can be carried out by 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, i.e. the gas or discharge line ( 220) LNG- until it is determined that the oxygen concentration of the gas discharged from the LNG-fuel supply section 70.1 downstream of the second pressure regulating valve 224 has been reduced by the oxygen analyzer 226 to below the maximum permissible oxygen concentration. And continuously purging the fuel supply section 70.1. Here, the operation of the pressure regulating valves 222 and 224 is, as long as the oxygen concentration in the LNG-fuel supply section 70.1, i.e. the analyzer 226 is high, the two valves 222 and 224 remain open and the maximum The first preferred mode of operation is used to mean that only after reaching the permissible oxygen concentration the first pressure regulating valve 222 or the second pressure regulating valve 224 is closed after receiving a control signal from the oxygen analyzer 226. . In the former case, as soon as the pressure in the LNG-fuel supply section 70.1 decreases below p2, the second pressure regulating valve 224 is closed, in the latter case, the pressure in the LNG-fuel supply section 70.1 reaches p1. When doing so, the first pressure regulating valve 222 is closed. Thus, in the former case, the LNG-fuel supply section pressure after inactivation is p2 and in the latter case p1. Naturally, the oxygen concentration can optionally be followed such that the first or second pressure regulating valve 222 or 224 is manually closed (instead of automatic control). Thereby both valves 222 and 224 are deactivated, ie set to standby mode, from which both valves can be restarted by increasing the oxygen concentration or decreasing the pressure in the LNG-fuel supply section. Thus, pressure control of the LNG-fuel supply section 70.1 is left for 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. Thus, according to a second preferred mode of operation and a first alternative further feature thereof, when using the LNG-fuel supply section 70.1 or inactivating the LNG-fuel supply section 70.1 after service or maintenance, the LNG- The first pressure regulating valve 222 used to introduce an inert gas into the fuel supply section 70.1 is opened when the pressure in the LNG-fuel supply section 70.1 is atmospheric pressure p1, and the second pressure regulating valve 224 Is in the closed state until the pressure in the LNG-fuel supply section 70.1 exceeds a predetermined pressure p1 which causes the opening of the second pressure regulating valve 224 and thus closing the first pressure regulating valve 222. Is maintained, whereby the pressure is reduced below a 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 the gas in the LNG-fuel supply section 70.1 upstream of the gas outlet line 220, or the gas discharged from the LNG-fuel supply section 70.1 downstream of the second pressure regulating valve 224 of the gas outlet line 220. Until it is determined by the oxygen analyzer 226 that the oxygen concentration has been reduced below the maximum permissible oxygen concentration, i.e. until such oxygen concentration has been reached and combustion of NG is no longer possible regardless of the concentration of the fuel, the operation is continued. Continues. Upon reaching the desired oxygen concentration, at least the first or second pressure regulating valve 222 or 224 is closed. Thereafter, the pressure in the LNG-fuel supply section 70.1 is p2 or p1, respectively, and both valves 222 and 224 can be made inactive, i.e. set to standby mode, from which both valves are LNG -Can be restarted by an increase in the oxygen concentration or a decrease in pressure in the fuel supply section 70.1. Thus, pressure control of the LNG-fuel supply section 70.1 is left for the pressure relief valve 264.

In addition, according to a second preferred mode of operation and a second alternative further feature thereof, when using the LNG-fuel supply section 70.1 or inactivating the LNG-fuel supply section 70.1 after service or maintenance, LNG-fuel The first pressure regulating valve 222 used to introduce an inert gas into the supply section 70.1 is opened when the pressure in the LNG-fuel supply section 70.1 is atmospheric pressure and thus is 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 closing of the first pressure regulating valve 222 and thus also causing the opening of the second pressure regulating valve 224. It remains closed. The first pressure regulating valve 222 remains closed, thereby causing the LNG-fuel supply section pressure to decrease below a second predetermined value p2, which causes the second pressure regulating valve 224 to close. 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 the gas discharged from the LNG-fuel supply section 70.1 downstream of the second pressure regulating valve 224 of the gas outlet line 220. Until it is determined by the oxygen analyzer 226 that the oxygen concentration has been reduced below the maximum permissible oxygen concentration, i.e. until such oxygen concentration has been reached and combustion of NG is no longer possible regardless of the concentration of the fuel, the operation is continued. Continues. Upon reaching the desired oxygen concentration, at least the first or second pressure regulating valve 222 or 224 is closed. After that, the pressure in the LNG-fuel supply section is p2 or p1, respectively, and both valves 222 and 224 can be made inactive, i.e. set to standby mode, from which both valves are LNG-fuel supply It can be restarted by an increase in the oxygen concentration or a decrease in pressure in the compartment 70.1. Thus, pressure control of 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 of the LNG-fuel supply section is controlled by the first and second pressure regulating valves 222 and 224, the control in the ventilation inlet line 254 The operation of the first fire damper valve 256 and the first closing valve 212 and the second fire damper valve 260 and the second closing valve 214 in the ventilation outlet line 258 should be checked regularly. In order 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 close the fire damper valve 256 or 260 and open the closing valve 212 or 214 and away from the closing valve 212 or 214, i.e. LNG-fuel supply. An inlet line 254 or an outlet line 258 leading in the opposite direction to the section 70.1 is performed to be monitored to ensure that any leaks in the LNG-fuel supply section 70.1 can be detected. Otherwise, the fire damper valve 256 or 260 appears to be in good condition, after which the closing valve 212 or 214 is closed and the fire damper valve 256 or 260 is opened. Next, again away from the closing valve 212 or 214, i.e. the inlet line 254 or the outlet line 258 leading in the opposite direction to the LNG-fuel supply section 70.1 is monitored, so that the LNG-fuel supply It is checked that any leaks from compartment (70.1) can be detected. Otherwise, the closing valve 212 or 214 is also in good condition and can be closed. Naturally, if any leak is detected through any of the fire damper and closing valves 256, 260, 212 or 214 or any other problem is found during operation, the malfunctioning valve needs to be replaced or maintained.

If the LNG-fuel supply compartment itself or any piece of equipment within it requires service or maintenance, the inert atmosphere of the LNG-fuel supply compartment must be diverted to an air atmosphere, whereby the pressure regulating valves 222 and 224 ) All are deactivated, fire damper and closing valve (256, 260, 212 or 214) open and blower 262 is started, i.e. flushing nitrogen and filling LNG-fuel supply section 70.1 with air Standard ventilation is turned on.

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

It should be understood that the equipment for filling the LNG-fuel tank with LNG in the bunkering section and the equipment required to provide NG to the engine in the LNG-fuel supply section includes pipelines, valves and other equipment not shown in Figs. One such equipment is a thermal valve and associated pipeline for connecting parts of various lines to a vent mast where the warming of LNG or gaseous NG can increase the pressure. In addition, all connections and pipelines related to heating or evaporation of LNG and heating of NG, i.e. various water or water/glycol lines, have been omitted.

In addition, it should be understood that in the above-described exemplary embodiment(s) an internal combustion engine, or generally an engine, is used as a simple example of various gas consumables. Such gas consumables include, for example, turbine gas burners in addition to engines.

While the present invention has been described herein by way of example in connection with what is currently considered 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 is to be understood that it is intended to cover modifications of its features, and some other applications included within the scope of the present invention. It should be understood that the tank arrangement includes several features not shown in the drawings for clarity. Details mentioned in connection with any of the embodiments described above may be used in connection with any other embodiment where such a combination is technically possible.

Claims (37)

As a fuel tank device for gas-fueled ships for storing LNG-fuel,
The apparatus comprises 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 characterized in that it is formed of at least three isolated compartments, i.e. one bunkering compartment (30.1; 30.2) and at least two LNG-fuel supply compartments (70.1, 70.2; 70.3, 70.4). A fuel tank device for gas-fueled ships. The method of claim 1,
The bunkering section (30.1; 30.2) contains equipment necessary to fill the LNG-fuel tank (12) with LNG. The method of claim 1,
The LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) is a fuel tank apparatus for a gas-fired ship, characterized in that it houses the equipment necessary to provide NG to gas consumables. The method of claim 2,
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 steam return line (44) and the LNG-fuel A fuel tank device for gas-fueled ships, comprising a device (52) for measuring the LNG level (L) in the tank (12). The method of claim 2,
The equipment associated with the bunkering compartment (30.1; 30.2) further comprises a vent mast (50), a safety relief line (48) from the top of the LNG-fuel tank (12) or from the gas space to the vent mast (50), And the safety relief line (48) has an emergency pressure relief valve (46). The method of claim 2,
The equipment associated with the bunkering compartment (30.1; 30.2) further comprises ventilation inlet and outlet lines (54; 58) having first and second fire damper valves (56; 60) therein. Fuel tank device. The method of claim 2,
The equipment associated with the bunkering section (30.1; 30.2) further comprises a pressure relief line (66) having a pressure relief valve (64) therein. The method of claim 3,
The equipment necessary to provide NG to gas consumables in the LNG-fuel supply sections 70.1, 70.2; 70.3, 70.4 is an LNG-outlet line 72 for taking LNG from the bottom of the LNG-fuel tank 12, A fuel supply line 80 having 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. The method of claim 3,
The equipment necessary to provide NG to gas consumers in the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) is a boil-off gas with 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 ship, comprising a line 96 and a heater 100 for heating the boil-off gas. The method of claim 3,
The equipment necessary to provide NG to gas consumables in the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) has a pressure build-up unit (106) inside and to the top of the LNG-fuel tank (12). A fuel tank device for gas-fueled ships, characterized in that it comprises a pressure build-up line (108) branching from the LNG-outlet line (72), which is followed. The method of claim 3,
The equipment necessary to provide NG to gas consumers in the LNG-fuel supply section 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 ship, characterized in that it comprises a). The method of claim 3,
The equipment necessary to provide NG to gas consumers in the LNG-fuel supply section (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 ventilation outlet line (258) and a blower (262) connected to one of the ventilation inlet line (254) and the ventilation outlet line (258). The method of claim 3,
The equipment required to provide NG to the gas consumer in the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4), characterized in that it comprises a pressure relief line (266) with a pressure relief valve (264) therein. Fuel tank device for gas-fueled ships. The method of claim 1,
Gas fuel vessel fuel, characterized in that the bunkering compartment (30.1; 30.2) is provided with an inert gas inlet line (116) for introducing an inert gas from an inert gas supply source (118) to the bunkering compartment (30.1; 30.2). Tank device. The method of claim 14,
A fuel tank apparatus for a gas-fired ship, characterized by comprising a first pressure regulating valve (122) arranged in flow communication with the inert gas inlet line (116). The method of claim 14 or 15,
A fuel tank device for gas-fired ships, 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). The method of claim 16,
A fuel tank device for gas-fueled vessels, characterized in that a second pressure regulating valve (124) is arranged in flow communication with the gas discharge line (120) to maintain a desired pressure in the bunkering section (30.1; 30.2). The method of claim 16 or 17,
Between the vent mast (50) of the gas outlet line (120) and a second pressure regulating valve (124) in connection with the bunkering section (30.1; 30.2) or downstream of the second pressure regulating valve (124) A fuel tank device for gas-fueled ships, characterized in that an oxygen analyzer (126) is provided in the tank. The method according to any one of claims 14 to 18,
Characterized by a first fire damper valve (56) and a first closing valve (112) of the ventilation inlet line (54), and a second fire damper valve (60) and a second closing valve (114) of the ventilation outlet line (58). A fuel tank device for gas-fueled ships. The method according to any one of claims 1 to 19,
Characterized by a pressure relief valve (64) providing flow communication from the bunkering section (30.1; 30.2) to the vent mast (50), the pressure relief valve (64) being the pressure in the bunkering section (30.1; 30.2). A fuel tank device for gas-fueled ships, characterized in that it is set to open when the maximum allowable pressure p0 is exceeded. The method of claim 14,
The inert gas supply source 118 is one of an inert gas generator or a pressurized container. The method according to any one of claims 14 to 21,
A fuel tank device for gas-fueled ships, wherein the inert gas is one of nitrogen and argon. The method according to any one of claims 15 to 22,
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 be a predetermined pressure p1 A fuel tank device for gas-fueled ships, characterized in that it is set to be closed when exceeding the limit. The method according to any one of claims 17 to 23,
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 is below the predetermined pressure p2. A fuel tank device for a gas-fueled ship, characterized in that it is set to be closed when it is reduced to. The method according to claim 15 and 18 or 17 and 18,
The fuel tank apparatus for a gas-fired ship, characterized in that 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. The method of claim 1,
In the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) an inert gas inlet line for introducing an inert gas from an inert gas source 218 to the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) ( 216) A fuel tank device for a gas-fueled ship, characterized in that it is provided. The method of claim 26,
And a first pressure regulating valve (222) arranged in flow communication with the inert gas inlet line (216). The method of claim 26 or 27,
A fuel tank device for gas-fueled vessels, characterized in that the LNG-fuel supply section (70.1, 70.2; 70.3, 70.4) is provided with a gas outlet line (220) arranged in flow communication with the vent mast (250). 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). Fuel tank device for ships. The method of claim 29,
Between the vent mast 50 of the gas outlet line 220 and the second pressure regulating valve 224 in connection with the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4 or the second pressure A fuel tank device for gas-fueled ships, characterized by an oxygen analyzer (226) provided downstream of the regulating valve (224). The method according to any one of claims 26 to 30,
Characterized by a first fire damper valve 256 and a first closing valve 212 of the ventilation inlet line 254, and a second fire damper valve 260 and a second closing valve 214 of the ventilation outlet line 258 A fuel tank device for gas-fueled ships. The method according to any one of claims 1 to 31,
Characterized by a pressure relief valve 264 providing flow communication from the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4 to the vent mast 250, the pressure relief valve 264 A fuel tank device for gas-fueled ships, characterized in that it is set to open when the pressure in the supply section (70.1, 70.2; 70.3, 70.4) exceeds the maximum allowable pressure p0. The method of claim 26,
The inert gas supply source 218 is one of an inert gas generator or a pressurized container. The method according to any one of claims 26 to 33,
A fuel tank device for gas-fueled ships, wherein the inert gas is one of nitrogen and argon. The method according to any one of claims 27 to 34,
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 decreases below a predetermined pressure p1, and the LNG-fuel supply section 70.1, 70.2; 70.3, 70.4), the fuel tank device for gas-fueled ships, characterized in that it is set to close when the pressure at it exceeds a predetermined pressure p1. The method according to any one of claims 29 to 35,
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 the LNG-fuel supply section 70.1, 70.2 ; 70.3, 70.4), the fuel tank device for gas-fueled ships, characterized in that it is set to close when the pressure at is reduced below the predetermined pressure p2. The method according to claim 27 and 30 or 29 and 30,
A fuel tank apparatus for a gas-fueled ship, characterized in that 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.

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