WO2015053126A1 - 液化ガス運搬船用燃料ガス供給システム - Google Patents

液化ガス運搬船用燃料ガス供給システム Download PDF

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Publication number
WO2015053126A1
WO2015053126A1 PCT/JP2014/075978 JP2014075978W WO2015053126A1 WO 2015053126 A1 WO2015053126 A1 WO 2015053126A1 JP 2014075978 W JP2014075978 W JP 2014075978W WO 2015053126 A1 WO2015053126 A1 WO 2015053126A1
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WIPO (PCT)
Prior art keywords
gas
fuel
fuel gas
gas supply
tank
Prior art date
Application number
PCT/JP2014/075978
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English (en)
French (fr)
Japanese (ja)
Inventor
貴士 渡邉
繁志 柴田
Original Assignee
三井造船株式会社
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Application filed by 三井造船株式会社 filed Critical 三井造船株式会社
Priority to KR1020167009519A priority Critical patent/KR20160068780A/ko
Priority to CN201480054568.XA priority patent/CN105683039B/zh
Publication of WO2015053126A1 publication Critical patent/WO2015053126A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
    • F02M21/0212—Hydrocarbon fuels, e.g. methane or acetylene comprising at least 3 C-Atoms, e.g. liquefied petroleum gas [LPG], propane or butane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C3/00—Vessels not under pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/03—Treating the boil-off
    • F17C2265/032—Treating the boil-off by recovery
    • F17C2265/033—Treating the boil-off by recovery with cooling
    • F17C2265/034—Treating the boil-off by recovery with cooling with condensing the gas phase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/07—Generating electrical power as side effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Definitions

  • the present invention relates to a fuel gas supply system applied to a liquefied gas carrier ship equipped with a low-speed diesel engine capable of gas burning as a main engine.
  • boil-off gas NASH
  • the structure to do is known.
  • fuel gas having a pressure of about 30 MPa it is necessary to supply fuel gas having a pressure of about 30 MPa to the gas-fired low-speed diesel engine. Therefore, when boil-off gas is used as fuel, it is necessary to compress this boil-off gas to about 30 MPa with a high-pressure gas compressor.
  • the method using a high-pressure gas compressor has a problem that power consumption is large.
  • Patent Document 1 As a method for generating high-pressure fuel gas with low power consumption, a configuration in which liquefied natural gas is pressurized with a high-pressure liquid pump and heated to a high-pressure gas of about 30 MPa is known (Patent Document 1).
  • the present invention uses a high-pressure gas compressor and a high-pressure liquid pump in a liquefied gas carrier ship, optimizes boil-off gas processing and energy consumption, and further reduces the burden on the environment, according to the operating state of the liquefied gas carrier ship.
  • the object is to provide a fuel gas supply system.
  • a fuel gas supply system for a liquefied gas carrier of the present invention includes a low-speed diesel engine that can be used as a main engine, a tank that stores liquefied gas, a high-pressure gas compressor that compresses boil-off gas generated in the tank, A high-pressure liquid pump that pressurizes the liquefied gas in the tank, a first fuel gas supply line that supplies fuel gas from the tank to the low-speed diesel engine through the high-pressure gas compressor, and a fuel gas that is supplied from the tank to the low-speed diesel engine through the high-pressure liquid pump A second fuel gas supply line that operates when spraying liquefied gas when the fuel consumption of the main engine is less than the amount of boil-off gas generated and when liquefied gas is empty To prevent tank damage due to sudden temperature difference when receiving When the liquefied gas remaining in the tank is sprayed into the tank and the cargo tank is pre-cooled by the heat of vaporization of the liquefied gas), the fuel gas is supplied to the low-speed diesel engine only through the first
  • the fuel gas is supplied to the low speed diesel engine only through the second fuel gas supply line.
  • the spraying is temporarily stopped, the gas in the tank is consumed as fuel, the tank pressure is lowered, and then the spraying operation is started again.
  • the same operation is repeated a plurality of times until the temperature of the tank drops to a prescribed temperature, but the period during which the gas in the cargo tank is preferentially used as fuel due to spray interruption is also included in the series of spray operations.
  • Even in an empty state some liquefied gas is stored in order to use the liquefied gas as spray liquid for cooling the tank and as fuel for the main engine. It has not been done.
  • the fuel gas it is preferable to supply fuel gas to the low-speed diesel engine using the first and second fuel gas supply lines when the fuel consumption of the main engine exceeds the amount of boil-off gas generated during operation when liquefied gas is loaded. Furthermore, between the gas recovery line for re-liquefying the fuel gas compressed by the high-pressure gas compressor and returning it to the tank, and the portion connecting the tank and the high-pressure gas compressor in the first fuel gas supply line The heat exchanger which performs heat exchange, and the structure which performs reliquefaction of fuel gas through this heat exchanger may be sufficient. At this time, a communication line for returning the boil-off gas existing between the heat exchanger of the gas recovery line and the tank to the upstream side of the heat exchanger of the first fuel gas supply line may be further provided.
  • the liquefied gas carrier ship of the present invention is characterized by including the fuel gas supply system for the liquefied gas carrier ship.
  • a high-pressure gas compressor and a high-pressure liquid pump are used in combination to optimize the boil-off gas processing and energy consumption according to the operating state of the liquefied gas carrier ship, and to further reduce the environmental load.
  • a reduced fuel gas supply system can be provided.
  • FIG. 1 is a block diagram showing the configuration of the fuel gas supply system according to the first embodiment of the present invention.
  • the fuel gas supply system 10 of this embodiment is applied to a ship that transports a liquefied gas such as natural gas, and the liquefied gas (LNG in the present embodiment) is loaded on the cargo tank 11.
  • the main engine 12 is a low-speed diesel engine that can be gas-fired, and the main engine 12 is supplied with boil-off gas (NATUREL BOG) that is naturally generated in the tank 11 through a first fuel gas supply line 14 including a high-pressure gas compressor 13. It is possible. That is, the tank 11 and the high pressure gas compressor 13 are connected by an upstream line 14A, and the high pressure gas compressor 13 and the main engine 12 are connected by a downstream line 14B.
  • the boil-off gas generated in the tank 11 is sent to the high-pressure gas compressor 13 via the upstream line 14A, compressed to, for example, approximately 30 MPa, sent to the downstream line 14B as “high-pressure gas”, and provided in the downstream line 14B.
  • the check valve 15 and the flow rate adjustment valve 16 are sent to the main engine 12.
  • the high-pressure gas compressor 13 is also connected to a low-pressure fuel gas supply line 17, and “low-pressure gas” having a relatively low pressure is sent out.
  • a dual fuel-fired boiler 20 is connected to the low-pressure fuel gas supply line 17 through, for example, a check valve 18 and a flow rate adjustment valve 19, and a dual fuel is supplied through, for example, a check valve 21 and a flow rate adjustment valve 22.
  • a sooted diesel power generation engine (D / G) 23 is connected. In the boiler 20 and the diesel power generation engine 23, fuel gas and oil can be co-fired, and when surplus boil-off gas exists, the low-pressure gas supplied from the high-pressure gas compressor 13 is used as fuel.
  • the check valve 21 and the flow rate adjustment of the line connected to the diesel generator engine 23 are used between the check valve 15 and the flow rate adjustment valve 16 in the downstream line 14B of the first fuel gas supply line 14, the check valve 21 and the flow rate adjustment of the line connected to the diesel generator engine 23 are used.
  • the valves 22 communicate with each other through a communication line 24, and a check valve 25 with a pressure adjustment function is provided in the communication line 24. That is, the high-pressure gas supplied to the downstream line 14B can be supplied to the dual fuel-fired diesel power generation engine 23 through the check valve 25 with a pressure adjustment function as necessary.
  • the fuel gas supply system 10 of the present embodiment is further provided with a second fuel gas supply line 26.
  • the second fuel gas supply line 26 includes a pump 27 disposed near the bottom in the tank 11, and the liquefied gas in the tank 11 is pumped up by the pump 27 and temporarily stored in the suction drum 28.
  • a high pressure liquid pump 29 is connected to the suction drum 28, and the liquefied gas from the suction drum 28 is pressurized.
  • the liquefied gas pressurized by the high pressure liquid pump 29 is heated and vaporized in the gas heater 30 to become high pressure gas.
  • the generated high-pressure gas is supplied to a section between the check valve 15 and the flow rate adjustment valve 16 in the downstream line 14 ⁇ / b> B of the first fuel gas supply line 14 via the check valve 31.
  • Figures 2 (a) to 2 (c) show (a) the relationship between operating speed and fuel consumption when liquefied gas is loaded, and (b) when spray work is performed when liquefied gas is empty. It is a graph which shows the relationship between the operation speed and use fuel consumption of (c), and the relationship between the operation speed and use fuel consumption when the spray operation
  • the horizontal axis represents the ship operating speed
  • the vertical axis represents the fuel consumption.
  • a curve S is a curve showing the relationship between the ship speed and the fuel consumption (fuel gas supply amount / unit time), and the fuel consumption is approximately the cube of the ship speed.
  • Is proportional to The straight line L (NATURAL BOG) in FIG. 2A is the amount per unit time at which the liquefied gas (natural gas) in the tank 11 spontaneously evaporates and becomes boil-off gas.
  • the first fuel gas supply line 14 is used at the operating point P (NATURAL BOG 100% speed) and at a lower speed side (decelerated operating region) than the operating point P, and the boil-off gas is used.
  • the main engine 12 is operated using only the engine.
  • the surplus gas is used as fuel for the boiler 20 and the diesel power generation engine 23, and those that cannot be consumed are burned. Further, on the high speed side (high speed operation region) from the operation point P, an insufficient amount of fuel is supplied through the second fuel gas supply line 26.
  • the pump 27, the high-pressure liquid pump 29, and the gas heater 30 are driven to generate high-pressure gas from the liquefied gas in the tank 11 and are supplied to the main engine 12 together with the high-pressure gas compressed by the high-pressure gas compressor 13.
  • the cruise speed of the ship is set to the operating point P or a slightly lower speed.
  • FIG. 2 (b) is a graph showing the operation mode when the spray operation is performed in the operation when the liquefied gas is empty.
  • the first fuel gas supply line 14 is used. That is, in the tank 11, a spraying operation is performed, and the boil-off gas generated by the spraying operation is supplied to the main engine 12 as a fuel gas. Even when the liquefied gas is empty, some liquefied gas is stored in order to use the liquefied gas as spray liquid for cooling the tank and as fuel for the main engine. 11 is not completely emptied.
  • FIG. 2 (c) is a graph corresponding to the operation mode when the spray operation is not performed in the operation when the liquefied gas is empty.
  • the first fuel gas supply line 14 is not used, and the high-pressure gas compressor 13 is turned off. Only the second fuel gas supply line is used, and the pump 27, the high pressure liquid pump 29, and the gas heater 30 are driven to generate high pressure gas from the liquefied gas in the tank 11 and supply it to the main engine 12.
  • the ship navigates most of the time at the cruising speed, it is operated near the operating point P in FIG. 2 (a), for example. That is, according to the first embodiment, when the liquefied gas is loaded, only the substantially high-pressure gas compressor is driven, and most of the boil-off gas is consumed as fuel for the main engine. Only when operation in the high-speed operation region is necessary, the high-pressure liquid pump is driven to generate high-pressure gas directly from the liquefied gas. Further, since most of the time during operation when the liquefied gas is empty is not sprayed, the operation mode shown in FIG. 2 (c) is almost adopted, and the high pressure gas compressor is not operated. Fuel gas is supplied by a liquid pump.
  • the fuel gas supply system of the second embodiment is obtained by further providing a gas recovery system in the fuel gas supply system of the first embodiment, and other configurations are substantially the same as those of the first embodiment. Therefore, the same reference numerals are used for the same configurations as those in the first embodiment, and the description thereof is omitted.
  • a gas recovery line 41 is connected between the high pressure gas compressor 13 and the check valve 15 of the downstream line 14B.
  • the gas recovery line 41 liquefies the high pressure gas derived from the boil-off gas discharged from the high pressure gas compressor 13 through the heat exchanger 42 connected to the upstream line 14 ⁇ / b> A of the first fuel gas supply line 14.
  • the liquefied liquefied gas is stored in the gas-liquid separator 43.
  • the liquefied gas (LNG) stored in the gas-liquid separator 43 is returned to the tank 11 by the pump 44 or the self-pressure of the gas-liquid separator 43.
  • the boil-off gas present in the gas-liquid separator 43 is returned to the upstream side of the heat exchanger 42 in the upstream line 14 ⁇ / b> A of the first fuel gas supply line 14 via the communication line 45.
  • the same effects as those of the first embodiment can be obtained, and surplus boil-off gas can be more effectively processed in the low-speed operation region during liquefied gas loading operation.
  • the gas compressed by the high-pressure gas compressor is liquefied via the heat exchanger, so that the reliquefaction treatment can be performed more efficiently.
  • the amount of boil-off gas generated per unit time is substantially reduced. That is, in FIG. 4, if the amount of boil-off gas generated per unit time before starting the gas recovery system is a straight line L1, after the gas recovery system is started, the amount generated decreases to a straight line L2, and the intersection with the curve S is Move from P1 to P2. Therefore, generation
  • the main engine may be a gas-only low-speed diesel engine, but it may be a dual-fuel low-speed diesel engine with oil fuel. In this case, for example, oil is used as an additional fuel in a high-speed operation region. May be used.
  • Fuel gas supply system (first embodiment) 11 Cargo Tank 12 Main Engine 13 High Pressure Gas Compressor 14 First Fuel Gas Supply Line 14A Upstream Line 14B Downstream Line 20 Dual Fuel Fired Boiler 23 Dual Fuel Fired Diesel Generator Engine 26 Second Fuel Gas Supply Line 27 Pump 28 Suction Drum 29 High pressure liquid pump 30 Gas heater 40 Fuel gas supply system (second embodiment) 41 Gas recovery line 42 Heat exchanger 43 Gas-liquid separator 44 Pump
PCT/JP2014/075978 2013-10-11 2014-09-30 液化ガス運搬船用燃料ガス供給システム WO2015053126A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020167009519A KR20160068780A (ko) 2013-10-11 2014-09-30 액화 가스 운반선용 연료 가스 공급 시스템
CN201480054568.XA CN105683039B (zh) 2013-10-11 2014-09-30 液化气运输船用燃料气体供给系统

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013213773A JP5746301B2 (ja) 2013-10-11 2013-10-11 液化ガス運搬船用燃料ガス供給システム
JP2013-213773 2013-10-11

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WO2015053126A1 true WO2015053126A1 (ja) 2015-04-16

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JP (1) JP5746301B2 (ko)
KR (1) KR20160068780A (ko)
CN (1) CN105683039B (ko)
WO (1) WO2015053126A1 (ko)

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WO2017159548A1 (ja) * 2016-03-18 2017-09-21 三井造船株式会社 ボイルオフガス処理システムおよび液化ガス運搬船
US20180320637A1 (en) * 2015-11-05 2018-11-08 Hyundai Heavy Industries Co., Ltd. Gas processing system and vessel including the same
CN108883817A (zh) * 2016-03-31 2018-11-23 大宇造船海洋株式会社 船的蒸发气体再液化设备及方法
CN108870070A (zh) * 2017-05-08 2018-11-23 安瑞科(廊坊)能源装备集成有限公司 Lng气化站储罐的bog回收利用方法和系统
JP2021011869A (ja) * 2019-07-05 2021-02-04 エムエーエヌ・エナジー・ソリューションズ・フィリアル・アフ・エムエーエヌ・エナジー・ソリューションズ・エスイー・ティスクランド ガス燃料供給システム及びガス燃料供給システムを動作させる方法

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JP6609176B2 (ja) * 2015-11-06 2019-11-20 川崎重工業株式会社 船舶
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JP6882859B2 (ja) * 2016-07-05 2021-06-02 川崎重工業株式会社 運航管理システム
JP6678077B2 (ja) * 2016-07-07 2020-04-08 川崎重工業株式会社 船舶
CN109690059B (zh) * 2016-09-07 2021-02-19 瓦锡兰芬兰有限公司 用于向内燃活塞式发动机供给气体燃料的燃料系统和操作内燃活塞式发动机的方法
KR102651092B1 (ko) * 2017-01-24 2024-03-26 한화오션 주식회사 액화천연가스 연료 선박의 연료 공급 시스템 및 방법
JP6565022B2 (ja) * 2017-02-17 2019-08-28 三井Ｅ＆Ｓ造船株式会社 液化ガス燃料船の交通経路形成構造
FR3066189B1 (fr) * 2017-05-12 2022-01-21 Gaztransport Et Technigaz Dispositif et procede d'alimentation en combustible d'une installation de production d'energie
JP2019007511A (ja) * 2017-06-21 2019-01-17 三井Ｅ＆Ｓ造船株式会社 液化ガス管理システム
US11383794B2 (en) 2017-09-01 2022-07-12 Samsung Heavy Ind. Co., Ltd Method and apparatus for transferring liquid cargo in pressurization type
CN110220111A (zh) * 2019-03-20 2019-09-10 张家港富瑞重型装备有限公司 一种液化船用罐tcs供气方法
WO2021031196A1 (zh) * 2019-08-22 2021-02-25 中集船舶海洋工程设计研究院有限公司 Lng燃料供气系统及船舶
CN117163269B (zh) * 2023-11-01 2024-01-23 中海油能源发展股份有限公司采油服务分公司 Lng运输船的燃料管理方法及燃料管理系统

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