WO2012043259A1

WO2012043259A1 - Fuel supply system for ship

Info

Publication number: WO2012043259A1
Application number: PCT/JP2011/071125
Authority: WO
Inventors: 大祐山田; 雅彦美濃
Original assignee: 三菱重工業株式会社
Priority date: 2010-09-30
Filing date: 2011-09-15
Publication date: 2012-04-05
Also published as: JP2012076561A

Abstract

Provided is a fuel supply system for a ship, enabling the ship to sail a long distance and capable of being manufactured at reduced cost. A fuel supply system for a ship is provided with: an independent tank (4) for storing liquefied natural gas and having an internal pressure maintained at substantially the atmospheric pressure; a feeding tank (5) for temporarily storing the liquefied natural gas delivered from the independent tank (4); and a gas compressor (8) which compresses boil off-gas introduced from the independent tank (4) and which supplies the boil off-gas to either the internal combustion engine (2) and/or the gas combustion device (3) which are disposed downstream of the gas compressor (8).

Description

Marine fuel supply system

INDUSTRIAL APPLICABILITY The present invention provides a marine fuel supply applied to a ship (oil tanker, container ship, car carrier ship, etc.) equipped with an engine (internal combustion engine) capable of burning (using) liquefied natural gas (LNG). The present invention relates to a system (marine fuel supply device).

As a marine fuel supply system applied to a ship equipped with an engine capable of burning liquefied natural gas, for example, one disclosed in Patent Document 1 is known.

Special table 2009-541140

However, in the one disclosed in Patent Document 1, boil-off gas (BOG) exceeding a specified amount is generated, and the discharge pressure of the compressor unit 16 that reduces the internal pressure of the fuel storage tank 6 is the pressure of the fuel supply tank 8. It is assumed that the pressure in the fuel storage tank 6 exceeds a predetermined pressure, the safety valve is opened, and excess boil-off gas is released out of the ship.
For this reason, the one disclosed in Patent Document 1 is not suitable for long-distance navigation.

Moreover, in what was disclosed by the said patent document 1, the internal pressure of the fuel feed tank 8 is pressure | voltage-risen (pressurized) by the pressure increase system 24. FIG.
For this reason, a high-pressure compressor unit 16 for pushing the boil-off gas generated in the fuel storage tank 6 into the fuel supply tank 8 is required, which increases the manufacturing cost.

The present invention has been made in view of such circumstances, and an object of the present invention is to provide a marine fuel supply system that enables long-distance navigation and can reduce manufacturing costs.

The present invention employs the following means in order to solve the above problems.
The marine fuel supply system according to the first aspect of the present invention stores a liquefied natural gas, and temporarily stores an independent tank whose internal pressure is maintained at a substantially atmospheric pressure, and the liquefied natural gas sent from the independent tank. A gas tank that compresses the boil-off gas guided from the independent tank and the boil-off gas supplied to the independent tank, and supplies the boil-off gas to at least one of the internal combustion engine and the gas combustion device disposed on the downstream side Machine.

According to the marine fuel supply system according to the first aspect, the boil-off gas is entirely consumed by at least one of the internal combustion engine and the gas combustion device arranged on the downstream side of the (high pressure) gas compressor, and the surplus boil-off gas is consumed. Since gas is not released to the outside of the ship, long-distance navigation can be achieved.
The boil-off gas generated in the storage tank is not pushed into the feed tank, so a high-pressure gas compressor (compressor unit) for pushing the boil-off gas generated in the storage tank into the feed tank is installed. This can be eliminated, and the manufacturing cost can be reduced.

A marine fuel supply system according to a second aspect of the present invention stores a liquefied natural gas, and temporarily stores an independent tank whose internal pressure is maintained at substantially atmospheric pressure, and the liquefied natural gas sent from the independent tank. A supply tank that is stored in the gas tank, a gas compressor that compresses the boil-off gas introduced from the independent tank, and supplies the boil-off gas to a gas combustion device disposed on the downstream side, and the supply tank A first fuel supply system that evaporates the delivered liquefied natural gas and leads it to an internal combustion engine disposed downstream, and a gas combustion apparatus disposed downstream from the boil-off gas delivered from the gas compressor And a second fuel supply system leading to

According to the marine fuel supply system according to the second aspect, the boil-off gas is completely consumed by the gas combustion device disposed downstream of the (low-pressure) gas compressor, and the surplus boil-off gas is released to the outside of the ship. It is possible to make long-distance navigation possible.
The boil-off gas generated in the storage tank is not pushed into the feed tank, so a high-pressure gas compressor (compressor unit) for pushing the boil-off gas generated in the storage tank into the feed tank is installed. This can be eliminated, and the manufacturing cost can be reduced.

In the marine fuel supply system according to the first or second aspect, the liquefied natural gas stored in the inside of the supply tank is taken in and evaporated, and the evaporated natural gas is returned to the supply tank again, It is more preferable that a boosting evaporator for boosting the internal pressure of the supply tank to a predetermined pressure is provided.

According to such a marine fuel supply system, the liquefied natural gas stored in the supply tank is sent out (discharged) by the internal pressure (accumulated pressure) in the supply tank. A pump or the like for sending the stored liquefied natural gas to the downstream side can be eliminated, the configuration can be simplified, and the degree of freedom in layout of the components can be increased.

In the marine fuel supply system according to the second aspect, the boil-off gas is heat-exchanged with the boil-off gas in the middle of the second fuel supply system located between the independent tank and the gas compressor. It is more preferable that a heat exchanger for cooling other fluids with the cold heat is provided.

According to such a marine fuel supply system, boil-off gas naturally generated in the independent tank and, for example, air circulating in the cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40 shown in FIG. Then, the refrigerant (other fluid) such as cooling water circulating in the cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40 is cooled to a predetermined temperature (for example, −2 ° C.).
As a result, the cold energy of the boil-off gas can be used effectively, the load on the refrigerator provided separately in the ship can be reduced, and the (electric) energy used in the ship can be reduced. The running cost of the ship can be reduced.

In the marine fuel supply system according to the first aspect, an evaporator for evaporating the liquefied natural gas sent from the feed tank and a temperature controller for cooling the natural gas led from the evaporator are provided. More preferably.

According to such a marine fuel supply system, the aftercooler required for cooling the boil-off gas sent from the gas compressor can be eliminated, and the manufacturing cost can be reduced.

The ship which concerns on the 3rd aspect of this invention has comprised one of the said marine fuel supply systems.
According to such a ship, the boil-off gas generated in the storage tank is all consumed by at least the gas combustion device arranged on the downstream side of the gas compressor, and surplus boil-off gas is released to the outside of the ship. Because there is no longer, long-distance navigation is possible.

According to the present invention, there is an effect that long-distance navigation is possible and the manufacturing cost can be reduced.

1 is a schematic configuration diagram of a marine fuel supply system according to a first embodiment of the present invention. It is a schematic block diagram of the marine fuel supply system which concerns on 2nd Embodiment of this invention. It is a schematic block diagram of the marine fuel supply system which concerns on 3rd Embodiment of this invention.

[First Embodiment]
Hereinafter, a marine fuel supply system (marine fuel supply apparatus) according to a first embodiment of the present invention will be described with reference to FIG.
FIG. 1 is a schematic configuration diagram of a marine fuel supply system according to the present embodiment.
As shown in FIG. 1, the marine fuel supply system 1 according to the present embodiment can, for example, burn (or use) heavy oil and liquefied natural gas (LNG), an internal combustion engine (DFE: Dual Fuel Engine or An LNG (storage) tank installed in a ship (oil tanker, container ship, or car carrier) equipped with a gas fueled engine) 2 and a gas combustion device (auxiliary machine) 3 such as a boiler or an incinerator 4, an LNG feed tank 5, a vaporizer (vaporizer) 6, a pre-cooler (pre-cooler) 7, a (first: high pressure) gas compressor 8, and an after cooler (after -Cooler) 9, a gas heater 10, a first supply line 11, a second supply line 12, a third supply line 13, a fourth supply line 14, and a fifth A supply line 15; A sixth supply line 16, a seventh supply line 17, and an eighth supply line 18 are provided.

The internal combustion engine 2 is an internal combustion engine that can be operated by switching between a mode using only heavy oil (oil mode) and a mode using gas as main fuel and heavy oil as pilot fuel (gas mode). The internal combustion engine 2 drives (rotates) a propulsion engine (main machine) that drives (rotates) a propeller shaft (not shown) and a propeller for propulsion (not shown) or a generator (not shown). There is an engine (auxiliary machine) for power generation.

The LNG storage tank 4 is an independent (self-supporting) tank (also referred to as an “independent tank”), and is a storage container that stores LNG that enables long-distance navigation. Moreover, the LNG storage tank 4 is arrange | positioned at the ship bottom part along with the heavy oil tank which stores heavy oil, and the internal pressure is maintained at (substantially) atmospheric pressure (maintained).
A heat insulation structure (heat insulation material) 21 is provided around (outside) the LNG storage tank 4, and heat input from the circumference (outside) of the LNG storage tank 4 into the LNG storage tank 4 is as much as possible (substantially). It has been reduced.

The first supply line 11 is a liquid supply pipe (liquid pipe) that guides the LNG stored in the LNG storage tank 4 to the liquid inlet of the LNG supply tank 5, and the LNG stored in the LNG storage tank 4. Is delivered (discharged) by an LNG transfer pump (LNG Feed Pump) 22 disposed in the LNG storage tank 4.

The LNG supply tank 5 is a vacuum-insulated cylindrical tank (also referred to as “vacuum heat-insulating tank”) or an externally-insulated cylindrical tank, and is supplied to the internal combustion engine 2 and the gas combustion device 3. It is a storage container for dispensing that temporarily stores the previous LNG (for example, LNG necessary for one cruise in the engine emission control sea area (ECA: Emission Control Area)). The LNG supply tank 5 takes in (suctions) LNG stored therein, evaporates (vaporizes) it, and returns the evaporated (vaporized) natural gas to the LNG supply tank 5 again. Is increased (pressurized) to a predetermined pressure (for example, 0.6 MPa), and a pressure increase (pressurization) vaporizer (Vaporizer: vaporizer) 23 is provided. As a heating source for evaporating (vaporizing) LNG in the vaporizer 23, steam generated in a boiler, warm water warmed by the steam or waste heat of equipment, or the like is used.

The second supply line 12 is a liquid supply pipe (liquid pipe) that guides LNG stored in the LNG supply tank 5 to the liquid inlet of the vaporizer 6, and the LNG stored in the LNG supply tank 5 is , It is sent out (discharged) by the internal pressure (accumulated pressure) in the LNG supply tank 5.

The vaporizer 6 is a heat exchanger that forcibly evaporates (vaporizes) LNG taken from the liquid inlet and raises the natural gas to a predetermined temperature (for example, −130 ° C.). Steam generated in the boiler, warm water heated by the steam or waste heat of the equipment, or the like is used.

The third supply line 13 is a gas supply pipe (gas pipe) that guides natural gas obtained by forcibly evaporating (vaporizing) LNG in the vaporizer 6 to the middle of the seventh supply line 17. .

The fourth supply line 14 is a gas supply pipe (gas pipe) that guides boil-off gas naturally generated in the LNG storage tank 4 to the gas inlet of the precooler 7.

The precooler 7 is a heat exchanger that cools the boil-off gas taken in from the gas inlet to a predetermined temperature (for example, −100 ° C.). As a cooling source, LNG or the like stored in the LNG storage tank 4 is used. Used.

The fifth supply line 15 is a gas supply pipe (gas pipe) that guides the boil-off gas cooled in the precooler 7 to the gas suction port of the gas compressor 8.

The gas compressor 8 is a high-pressure compressor that pressurizes (pressurizes) the boil-off gas sucked from the gas inlet to a predetermined pressure (for example, 0.6 MPa).

The sixth supply line 16 is a gas supply pipe (gas pipe) that guides the boil-off gas pressurized (pressurized) by the gas compressor 8 to the gas inlet of the aftercooler 9.

The aftercooler 9 is a heat exchanger that cools the boil-off gas that has been pressurized (pressurized) by the gas compressor 8 to a predetermined temperature (for example, 50 ° C. or less), and the cooling source is the inside of the LNG storage tank 4. LNG, chilled water cooled by the LNG, engine room cooling fresh water, and the like are used.

The seventh supply line 17 supplies the boil-off gas cooled in the aftercooler 9 and / or natural gas introduced into the seventh supply line 17 through the third supply line 13 to the gas heater 10. This is a gas supply pipe (gas pipe) leading to the gas inlet.

The gas heater 10 is used when the temperature of the gas supplied to the eighth supply line 18 is kept at 0 ° C. or higher and the internal combustion engine 2 is heated so that a low-temperature gas of 0 ° C. or lower is not supplied. In addition, for example, when the gas compressor 8 is not operated and the boil-off gas is supplied to the gas combustion device (boiler or gas incinerator) 3 only with the internal pressure in the LNG storage tank 4, or the temperature of the LNG storage tank 4 is Also used when heating to room temperature.

The eighth supply line 18 is a gas supply pipe (gas pipe) that guides the gas (boil-off gas and / or natural gas) whose temperature is adjusted by the gas heater 10 to the gas inlet of the internal combustion engine 2 and / or the gas combustion device 3. In the middle of the eighth supply line 18, a flow rate control valve (gas valve unit) 24 for adjusting the amount of gas supplied to the internal combustion engine 2 and the gas combustion device 3 and the gas pressure is connected.

According to the marine fuel supply system 1 according to the present embodiment, the boil-off gas is all consumed by at least one of the internal combustion engine 2 and the gas combustion device 3 arranged on the downstream side of the gas compressor 8, and surplus boil-off gas. However, since it is not released out of the ship, long-distance navigation can be achieved.
Further, since the boil-off gas generated in the LNG storage tank 4 is not pushed into the LNG supply tank 5, the high pressure for pushing the boil-off gas generated in the LNG storage tank 4 into the LNG supply tank 5 is not provided. A gas compressor (compressor unit) can be dispensed with, and the manufacturing cost can be reduced.

Furthermore, according to the marine fuel supply system 1 according to the present embodiment, the LNG stored in the LNG supply tank 5 is sent out (discharged) by the internal pressure (accumulated pressure) in the LNG supply tank 5. Therefore, a pump or the like for sending LNG stored in the LNG supply tank 5 to the downstream side can be made unnecessary, the configuration can be simplified, and the degree of freedom in layout of the components can be increased. it can.

[Second Embodiment]
A marine fuel supply system according to a second embodiment of the present invention will be described with reference to FIG.
FIG. 2 is a schematic configuration diagram of the marine fuel supply system according to the present embodiment.
As shown in FIG. 2, the marine fuel supply system 31 according to the present embodiment includes a first fuel supply system 32 that supplies natural gas from the LNG storage tank 4 to the internal combustion engine 2, and a gas combustion device from the LNG storage tank 4. 3 differs from that of the first embodiment described above in that a second fuel supply system 33 that supplies boil-off gas to 3 is provided separately and independently. Since other components are the same as those of the first embodiment described above, description of these components is omitted here.
In addition, the same code | symbol is attached | subjected to the member same as 1st Embodiment mentioned above.

The first fuel supply system 32 includes a first supply line 11, an LNG supply tank 5, a second supply line 12, a vaporizer 6, a ninth supply line 34, a

gas heater

10, 8 supply lines 18, and these first supply line 11, LNG feed tank 5, second supply line 12, vaporizer 6, ninth supply line 34, gas heater 10, and eighth supply line 18 are arranged in order from the LNG storage tank 4 side (upstream side).

The ninth supply line 34 is a gas supply pipe (gas pipe) for guiding natural gas obtained by forcibly evaporating (vaporizing) LNG in the vaporizer 6 to the gas inlet of the gas heater 10.

The second fuel supply system 33 includes a tenth supply line 35, a heat exchanger 36, an eleventh supply line 37, a (second: low pressure) gas compressor 38, and a twelfth supply line 39. A gas heater 10 and an eighth supply line 18, and these tenth supply line 35, heat exchanger 36, eleventh supply line 37, gas compressor 38, twelfth supply line 39, gas The heater 10 and the eighth supply line 18 are arranged in order from the LNG storage tank 4 side (upstream side).

The tenth supply line 35 is a gas supply pipe (gas pipe) that guides boil-off gas naturally generated in the LNG storage tank 4 to the gas inlet of the heat exchanger 36.

The heat exchanger 36 is a boil-off gas that is naturally generated in the LNG storage tank 4 and, for example, a refrigerant (other fluid) such as cooling water that circulates in the cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40. A heat exchanger that cools a refrigerant (other fluid) such as cooling water circulating in the refrigerant pipe (chiller water pipe or the like) 40 for cooling to a predetermined temperature (for example, −2 ° C.) by heat exchange. It is.
2 is provided in the middle of a cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40, and a refrigerant such as cooling water in the cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40 ( It is a pump that supplies a refrigerant (other fluid) such as cooling water in the ship to the heat exchanger 36 side while supplying the other fluid) into the ship.

The eleventh supply line 37 is a gas supply pipe (gas pipe) that guides the boil-off gas heat-exchanged in the heat exchanger 36 to the gas suction port of the gas compressor 38.

The gas compressor 38 is a low-pressure compressor that pressurizes (pressurizes) the boil-off gas sucked from the gas inlet to a predetermined pressure (for example, 0.196 MPaA).

The twelfth supply line 39 is a gas supply pipe (gas pipe) that guides the boil-off gas pressurized (pressurized) by the gas compressor 38 to the gas inlet of the gas heater 10.

Further, in the present embodiment, it is located upstream from the flow control valve 24, and is located in the middle of the eighth supply line 18 constituting the first fuel supply system 32 and upstream from the flow control valve 24. Then, the middle of the eighth supply line 18 constituting the second fuel supply system 33 is communicated via the bypass pipe 42, and a flow rate control valve (gas valve unit) 43 is provided in the middle of the bypass pipe 42. As a result, even when the boil-off gas is insufficient, the fuel can be supplied to the gas combustion device 3 by opening the flow control valve 43.

According to the marine fuel supply system 31 according to the present embodiment, all of the boil-off gas is consumed by the gas combustion device 3 disposed on the downstream side of the gas compressor 38, and surplus boil-off gas is released to the outside of the ship. So that long-distance navigation is possible.
Further, since the boil-off gas generated in the LNG storage tank 4 is not pushed into the LNG supply tank 5, the high pressure for pushing the boil-off gas generated in the LNG storage tank 4 into the LNG supply tank 5 is not provided. A gas compressor (compressor unit) can be dispensed with, and the manufacturing cost can be reduced.

Furthermore, according to the marine fuel supply system 31 according to the present embodiment, the LNG stored in the LNG supply tank 5 is sent (discharged) by the internal pressure (accumulated pressure) in the LNG supply tank 5. Therefore, a pump or the like for sending LNG stored in the LNG supply tank 5 to the downstream side can be made unnecessary, the configuration can be simplified, and the degree of freedom in layout of the components can be increased. it can.

Furthermore, according to the marine fuel supply system 31 according to the present embodiment, the boil-off gas naturally generated in the LNG storage tank 4 and, for example, the cooling heat exchanger refrigerant pipe (chiller water pipe or the like) 40 shown in FIG. The refrigerant (other fluid) such as cooling water that circulates through the heat exchange, and the refrigerant (other fluid) such as cooling water that circulates in the refrigerant pipe (chiller water pipe) 40 for the cooling heat exchanger is predetermined. It is cooled to a temperature of (for example, −2 ° C.).
Thereby, the cold heat of boil-off gas can be used effectively, the load of the refrigerator etc. which were separately provided in the ship can be reduced, and the running cost of a ship can be reduced.

Furthermore, according to the marine fuel supply system 31 according to the present embodiment, the boil-off gas whose pressure has been increased (pressurized) by the gas compressor 38 is used only by the gas combustion device 3. As 38, a low-pressure specification can be adopted, and the manufacturing cost can be reduced.

Furthermore, according to the marine fuel supply system 31 according to the present embodiment, the gas compressor 38 can be stopped when the boil-off gas itself has a predetermined pressure (for example, 0.17 MPa). The (electric) energy used in the ship can be reduced, and the running cost of the ship can be reduced.

[Third Embodiment]
A marine fuel supply system according to a third embodiment of the present invention will be described with reference to FIG.
FIG. 3 is a schematic configuration diagram of the marine fuel supply system according to the present embodiment.
As shown in FIG. 3, the marine fuel supply system 51 according to the present embodiment is the same as that of the first embodiment described above in that a temperature controller 52 is provided in the middle of the third supply line 13. Different. Since other components are the same as those of the first embodiment described above, description of these components is omitted here.
In addition, the same code | symbol is attached | subjected to the member same as 1st Embodiment mentioned above.

The temperature controller 52 ejects LNG guided through the thirteenth supply pipe 53 from a spray nozzle (not shown) disposed therein and flows (flows) into the seventh supply line 17. It is a gas-liquid contact heat exchanger that cools the temperature of natural gas.

The thirteenth supply pipe 53 is a liquid supply pipe (liquid pipe) that guides a part of the LNG passing through the second supply pipe 12 to the spray nozzle of the temperature controller 52.

According to the marine fuel supply system 51 according to the present embodiment, the boil-off gas is all consumed by at least one of the internal combustion engine 2 and the gas combustion device 3 arranged on the downstream side of the gas compressor 8, and surplus boil-off gas. However, since it is not released out of the ship, long-distance navigation can be achieved.
Further, since the boil-off gas generated in the LNG storage tank 4 is not pushed into the LNG supply tank 5, the high pressure for pushing the boil-off gas generated in the LNG storage tank 4 into the LNG supply tank 5 is not provided. A gas compressor (compressor unit) can be dispensed with, and the manufacturing cost can be reduced.

Furthermore, according to the marine fuel supply system 51 according to the present embodiment, the LNG stored in the LNG supply tank 5 is sent out (discharged) by the internal pressure (accumulated pressure) in the LNG supply tank 5. Therefore, a pump or the like for sending LNG stored in the LNG supply tank 5 to the downstream side can be made unnecessary, the configuration can be simplified, and the degree of freedom in layout of the components can be increased. it can.

Furthermore, according to the marine fuel supply system 51 according to the present embodiment, the aftercooler 9 required for cooling the boil-off gas sent from the gas compressor 8 can be eliminated, and the manufacturing cost can be reduced. Can be reduced.

It should be noted that the present invention is not limited to the above-described embodiment, and can be modified and changed as necessary.

DESCRIPTION OF SYMBOLS 1 Marine fuel supply system 2 Internal combustion engine 3 Gas combustion apparatus 4 LNG storage tank (independent tank)
5 LNG feed tank (feed tank)
6 Vaporizer (evaporator)
8 Gas compressor 23 Vaporizer (evaporator) for pressurization
31 Marine Fuel Supply System 32 First Fuel Supply System 33 Second Fuel Supply System 36 Heat Exchanger 38 Gas Compressor 51 Marine Fuel Supply System 52 Temperature Controller

Claims

An independent tank that stores liquefied natural gas and whose internal pressure is maintained at approximately atmospheric pressure,
A feed tank for temporarily storing the liquefied natural gas delivered from the independent tank;
A marine fuel supply comprising: a gas compressor that compresses the boil-off gas introduced from the independent tank and supplies the boil-off gas to at least one of an internal combustion engine and a gas combustion device disposed on the downstream side system.
An independent tank that stores liquefied natural gas and whose internal pressure is maintained at approximately atmospheric pressure,
A feed tank for temporarily storing the liquefied natural gas delivered from the independent tank;
A gas compressor that compresses the boil-off gas introduced from the independent tank and supplies the boil-off gas to a gas combustion device disposed downstream;
A first fuel supply system that evaporates the liquefied natural gas sent from the feed tank and leads it to an internal combustion engine disposed downstream;
A marine fuel supply system comprising: a second fuel supply system that guides boil-off gas delivered from the gas compressor to a gas combustion device disposed downstream.
Evaporation for boosting that takes in and evaporates the liquefied natural gas stored in the inside of the supply tank, returns the evaporated natural gas to the supply tank again, and increases the internal pressure of the supply tank to a predetermined pressure. The marine fuel supply system according to claim 1 or 2, wherein a vessel is provided.
In the middle of the second fuel supply system located between the independent tank and the gas compressor, a heat exchanger that heat-exchanges with the boil-off gas and cools other fluids with the cold heat of the boil-off gas. The marine fuel supply system according to claim 2 provided.
The marine fuel supply system according to claim 1, wherein an evaporator for evaporating the liquefied natural gas sent from the supply tank and a temperature controller for cooling the natural gas led from the evaporator are provided.
A ship equipped with the marine fuel supply system according to any one of claims 1 to 5.