WO2017159568A1 - Récipient de transport de gaz liquéfié - Google Patents

Récipient de transport de gaz liquéfié Download PDF

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Publication number
WO2017159568A1
WO2017159568A1 PCT/JP2017/009757 JP2017009757W WO2017159568A1 WO 2017159568 A1 WO2017159568 A1 WO 2017159568A1 JP 2017009757 W JP2017009757 W JP 2017009757W WO 2017159568 A1 WO2017159568 A1 WO 2017159568A1
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WO
WIPO (PCT)
Prior art keywords
gas
amount
tank
engine
fuel gas
Prior art date
Application number
PCT/JP2017/009757
Other languages
English (en)
Japanese (ja)
Inventor
安藤　明洋
英司 田本
宏之 武田
一紀 青木
薫 小谷野
崇嗣 安部
直樹 成島
橋本　大
Original Assignee
川崎重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to KR1020187029336A priority Critical patent/KR20180127401A/ko
Priority to CN201780016962.8A priority patent/CN108883818A/zh
Publication of WO2017159568A1 publication Critical patent/WO2017159568A1/fr

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    • 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
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J99/00—Subject matter not provided for in other groups of this subclass
    • 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
    • F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
    • 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
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of valves
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • F17C13/025—Special adaptations of indicating, measuring, or monitoring equipment having the pressure as the parameter
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/04—Arrangement or mounting of valves
    • 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
    • F17C6/00—Methods and apparatus for filling vessels not under pressure with liquefied or solidified gases
    • 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
    • F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • 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
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
    • F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
    • F17C2205/0323—Valves
    • 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
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
    • F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
    • F17C2205/0382—Constructional details of valves, regulators
    • 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
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0128—Propulsion of the fluid with pumps or compressors
    • F17C2227/0157—Compressors
    • 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
    • F17C2265/031—Treating the boil-off by discharge
    • 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
    • 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
    • F17C2265/05—Regasification
    • 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
    • F17C2265/06—Fluid distribution
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a fuel gas supply system to a gas-fired engine and a liquefied gas carrier ship equipped with these.
  • liquefied gas carriers for transporting liquefied gas such as liquefied natural gas (hereinafter referred to as “LNG”) are known.
  • LNG liquefied natural gas
  • Some liquefied gas carriers are equipped with a gas-fired internal combustion engine and are configured to use the liquefied gas vaporized in a tank storing the liquefied gas as fuel gas of the internal combustion engine.
  • the liquefied gas carrier ship described in Patent Document 1 includes an energy generation unit including a diesel engine that drives an alternator in order to generate supply power for an electrical device of a ship and for propelling the ship.
  • an energy generation unit including a diesel engine that drives an alternator in order to generate supply power for an electrical device of a ship and for propelling the ship.
  • a vaporized gas (boil-off gas) of a liquefied gas that is a cargo is used as a fuel for the diesel engine.
  • This vaporized gas is continuously sucked into the compressor and discharged to the manifold.
  • the manifold is connected to the inlet of the energy generation unit, and fuel gas (ie, compressed vaporized gas) is supplied from the manifold to the energy generation unit.
  • a pipe for discharging excess pressure is connected to the manifold, and excess fuel gas is led to the incinerator by this pipe.
  • Patent Document 1 when the tank is full, depending on the heat exchange conditions with the outside, the pressure in the manifold reaches a value larger than a predetermined high pressure, and the generation of vaporized gas by natural evaporation occurs. It is described that an excessive situation can occur. In such a situation, in order to avoid an excessive increase in pressure in the manifold, excess fuel gas that is not burned by the energy generation unit is directed to the incinerator and incinerated.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a liquefied gas carrier in a liquefied gas carrier ship equipped with a gas-fired engine that uses vaporized gas of liquefied gas generated in a tank as fuel.
  • the purpose is to reduce gas consumption.
  • a liquefied gas carrier according to one aspect of the present invention is provided.
  • a compressor with variable discharge rate, A gas-fired engine, A vaporized gas line for guiding vaporized gas generated in the tank to the compressor;
  • a fuel gas pressure gauge for detecting the pressure of the fuel gas in the fuel gas supply line;
  • a return line connected to the fuel gas supply line and leading part or all of the fuel gas to the liquid phase in the tank;
  • the fuel gas is returned to the liquid phase of the tank when the engine load decreases. Since the pressure of the fuel gas supply line decreases due to the return of the fuel gas, the discharge amount of the compressor increases. As a result, the pressure of the fuel gas supply line is maintained within the required pressure range of the engine, and the flow rate of the vaporized gas flowing into the vaporized gas line is increased, so that an increase in the tank gas pressure is suppressed. Even when the amount of vaporized gas flowing into the vaporized gas line exceeds the amount of engine consumption gas, excess fuel gas in the fuel gas supply line is returned to the tank, and this fuel gas is again converted into LNG or vaporized gas. Used.
  • the control device compares the amount of the vaporized gas flowing into the vaporized gas line and the amount of engine consumed gas, and when the amount of vaporized gas exceeds the amount of engine consumed gas, It is desirable to be configured to determine a decrease in engine load.
  • the control device may be configured to obtain an engine consumption gas amount based on an operation amount of a control device of the liquefied gas carrier ship.
  • the return amount to the tank of the fuel gas of a fuel gas supply line can be increased prior to the timing when an engine load falls.
  • the liquefied gas carrier a vaporized gas pressure gauge for detecting the pressure of the gas phase in the tank; A gas combustion device for incinerating the fuel gas; An exhaust line connecting the fuel gas supply line and the gas combustion device; An exhaust valve provided in the exhaust line,
  • the control device is configured to increase the amount of the fuel gas led to the gas combustion device through the exhaust line. It is desirable that the opening degree of the return valve is controlled so as to control the opening degree of the valve and decrease the opening degree of the return valve in response to an increase in the opening degree of the exhaust valve.
  • the liquefied gas carrier ship a forced vaporization gas line for guiding the liquefied gas in the tank to the compressor;
  • a vaporizer provided in the forced vaporization gas line;
  • a forced vaporization valve that is provided in the forced vaporization gas line and controls a flow rate of the liquefied gas flowing into the vaporizer;
  • the control device may be configured to control the forced vaporization valve so as to be closed when it is determined that the load of the engine is reduced.
  • a gas header having a larger flow path cross-sectional area than other portions is provided in the middle of the fuel gas supply line, and the return line may be connected to the gas header. Variations in the fuel gas pressure can be absorbed by the volume of the gas header.
  • the liquefied gas carrier has a power generation unit having a plurality of sets of engines and a generator for obtaining electric power from mechanical energy output by the engines, A propulsion motor driven by electric power generated by the power generation unit, and a propulsion unit having a propulsion device that rotates at the output of the propulsion motor;
  • a power supply system from the power generation unit to the propulsion unit may include a power distribution / control unit that distributes the power generated by the power generation unit and controls the output of the propulsion motor.
  • the propulsion unit is driven by the electric power generated by the mechanical energy output from the engine. Therefore, it is possible to prepare for the actual fluctuation of the load of the propulsion unit by varying the load of the engine prior to the fluctuation of the load of the propulsion unit.
  • the consumption of liquefied gas during navigation can be reduced in a liquefied gas carrier ship equipped with a gas-fired engine that uses vaporized gas of liquefied gas generated in a tank as fuel.
  • FIG. 1 is a schematic configuration diagram of a propulsion system for a liquefied gas carrier according to an embodiment of the present invention.
  • FIG. 2 is a schematic configuration diagram of a fuel gas supply system of a liquefied gas carrier ship.
  • FIG. 3 is a block diagram showing the configuration of the control system of the fuel gas supply system.
  • FIG. 4 is a flowchart showing a control flow of the fuel gas supply system.
  • FIG. 1 shows a schematic configuration diagram of a propulsion system 90 of an LNG carrier 1 according to an embodiment of the present invention.
  • the LNG carrier 1 shown in FIG. 1 employs a DFD (dual fuel diesel) electric propulsion system as the propulsion system 90.
  • the LNG carrier 1 to which the present invention is applied is not limited to this embodiment, and may be provided with a gas-fired engine that can use gas as fuel.
  • the propulsion system 90 of the LNG carrier 1 includes a power generation unit 91, a propulsion unit 93 driven by power generated by the power generation unit 91, and a power distribution / control unit provided in a power supply system from the power generation unit 91 to the propulsion unit 93. 92.
  • the power generation unit 91 includes a plurality of sets of power generation engines 2 and a generator 912.
  • the mechanical energy generated by the engine 2 is taken out as electric power by the generator 912.
  • the propulsion unit 93 includes at least one propulsion motor 931, a propulsion device 933 driven by the output of the propulsion motor 931, a reduction gear 932 provided on the power transmission path from the propulsion motor 931 to the propulsion device 933, and the like.
  • the power distribution / control unit 92 includes a power distribution panel 921 that distributes power from the power generation unit 91, an inverter 922 that controls the output (ie, the rotational speed) of the propulsion motor 931, and the like.
  • the rotational speed of the propulsion motor 931 may be constant, and the propulsive force may be adjusted by changing the pitch by employing a variable pitch propeller.
  • the number of revolutions of the propulsion motor 931 is determined by, for example, the amount of operation of a control device such as a telegraph lever (not shown), and power corresponding to the required power value corresponding to this number of revolutions is supplied from the power distribution / control unit 92 to the propulsion unit 93. Is done.
  • the amount of fuel corresponding to the amount of power generated is such that the power used by the auxiliary equipment and inboard equipment can be covered by the power generated by the power generation unit 91. It is supplied to the power generation unit 91.
  • the engine 2 is a dual fuel type four-cycle diesel engine that produces oil and gas. Therefore, the fuel supply system to the engine 2 includes a fuel gas supply system 96 that supplies fuel gas to the engine 2 and a fuel oil supply system that supplies fuel oil such as heavy oil stored in the fuel oil tank 95 to the engine 2. 97.
  • the fuel gas supply system 96 is indicated by a broken line arrow
  • the fuel oil supply system 97 is indicated by a solid line arrow.
  • the fuel gas supply system 96 includes a gas (hereinafter referred to as “NBOG”) in which the LNG in the LNG transfer tank 3 is naturally vaporized and / or a forced vaporized gas (hereinafter referred to as “FBOG”) in which the LNG in the tank 3 is forcibly vaporized.
  • NBOG gas
  • FBOG forced vaporized gas
  • the fuel gas supply system 10 will be described in detail.
  • FIG. 2 is a diagram showing a schematic configuration of the fuel gas supply system 10 according to the present embodiment.
  • a fuel gas supply system 10 shown in FIG. 2 includes a tank 3 for storing LNG as a liquefied gas, a compressor 4 having a variable discharge amount, and a vaporized gas line 41 for guiding NBOG generated in the tank 3 to the compressor 4. And a fuel gas supply line 42 that guides the fuel gas obtained by compressing the gas containing NBOG by the compressor 4 to the engine 2, and the control device 7 that controls the operation of the fuel gas supply system 10.
  • the LNG carrier 1 is provided with a plurality of large tanks 3 arranged in the direction of the captain, four of which are shown in FIG.
  • the tank 3 has a heat insulating performance capable of maintaining a cryogenic state so that LNG can be maintained in a liquid state of about ⁇ 162 ° C. under atmospheric pressure.
  • the tank 3 has a liquid phase part 3a on the lower side and a gas phase part 3b on the upper side through the liquid level of the accommodated LNG.
  • a gas containing NBOG is present in the gas phase part 3b.
  • the tank 3 is provided with a liquid level gauge 32 for detecting the liquid level of LNG in the tank 3.
  • the liquid phase portion 3a and the gas phase portion 3b in the tank 3 are used when navigating from the gas producing area to the gas consuming area and when navigating from the gas consuming area to the gas producing area. And the ratio is different.
  • the tank 3 is filled with LNG.
  • a state where the liquid phase portion 3a of LNG occupies about 98.5% or more of the tank capacity is regarded as “full load”.
  • a state in which the liquid phase portion 3a of LNG is about 1.5% or less of the tank capacity is “empty”.
  • the ratio of the liquid phase portion 3a and the gas phase portion 3b varies somewhat as the LNG evaporates in the tank 3.
  • the vaporized gas line 41 is composed of at least one pipe that connects a gas inlet 41 a that opens to the top of the tank 3 and the inlet of the compressor 4.
  • the NBOG in the tank 3 is guided to the compressor 4 by the vaporized gas line 41.
  • the vaporized gas lines 41 connected to each tank 3 are bundled together by a vapor gas header 41b, and flowed out of each tank 3 downstream from the vapor gas header 41b of the vaporized gas line 41.
  • LNG merges and flows to the compressor 4.
  • a vaporized gas pressure gauge 72 is provided in the vapor gas header 41b. The vaporized gas pressure gauge 72 detects the pressure of LNG (vaporized gas) flowing out from each tank 3 (hereinafter referred to as “vaporized gas pressure P2”).
  • the vaporized gas pressure P2 detected by the vaporized gas pressure gauge 72 is the gas pressure in each tank 3 (hereinafter also referred to as “tank gas pressure”). Almost equal.
  • a precooler that cools the gas flowing into the compressor 4 a mist separator that removes moisture from the gas flowing into the compressor 4, etc., are not shown on the downstream side of the vapor gas header 41 b of the vaporized gas line 41. Is provided.
  • the downstream end of a forced vaporization gas line 51 that guides LNG in the tank 3 to the compressor 4 is connected to the vaporization gas line 41.
  • the forced vaporization gas line 51 is provided with a pump 31 disposed in the liquid phase portion 3 a in the tank 3, a vaporizer 52, and a forced vaporization valve 53 that controls the flow rate of LNG flowing into the vaporizer 52. These are connected by piping or the like.
  • the LNG in the tank 3 is pressure-fed to the vaporizer 52 by the operation of the pump 31, and FBOG obtained by forcibly vaporizing the LNG in the vaporizer 52 is sent to the compressor 4.
  • the opening degree of the forced vaporization valve 53 is controlled by the control device 7.
  • the amount of FBOG flowing into the vaporizer 52 (hereinafter referred to as “forced vaporization gas amount”) changes.
  • the amount of forced vaporization gas is changed by changing the opening of the forced vaporization valve 53.
  • the present invention is not limited to this.
  • the rotational speed of the pump 31 is changed.
  • the amount of forced vaporization gas can also be changed by changing.
  • the compressor 4 is a device that pumps gas guided from the upstream side to the downstream side.
  • the NBOG and / or FBOG sucked by the compressor 4 is compressed and discharged to the fuel gas supply line 42.
  • the NBOG and / or FBOG thus compressed is used in the engine 2 as fuel gas.
  • the compressor 4 according to the present embodiment is a low-duty compressor, and is configured to, for example, suck in atmospheric pressure gas and increase the pressure to about 500 KPa ( ⁇ 5 bar), which is a required pressure of the engine 2, and discharge it. Has been.
  • the compressor 4 is, for example, an axial flow or centrifugal compressor, and the discharge amount (or suction amount) is adjusted by adjusting the opening degree of the suction port and / or the rotational speed of the motor. It is configured to be variable.
  • the discharge amount (or suction amount) of the compressor 4 is controlled by the control device 7.
  • the fuel gas supply line 42 is configured by at least one or more pipes that connect the discharge port of the compressor 4 and the inlet of the engine 2.
  • the fuel gas supply line 42 is provided with a gas header 42a having a larger flow path cross-sectional area than other portions.
  • the gas header 42 a functions as a branch pipe, and the fuel gas supply line 42 branches downstream from the gas header 42 a and is connected to the plurality of engines 2. In FIG. 2, only one of the plurality of engines 2 is shown.
  • the gas header 42a is provided with a fuel gas pressure gauge 71 for measuring the gas pressure in the fuel gas supply line 42 (hereinafter referred to as “fuel gas pressure P1”).
  • a return line 61 for returning the fuel gas from the fuel gas supply line 42 to the tank 3 is connected to the fuel gas supply line 42.
  • the upstream end of the return line 61 according to the present embodiment is connected to the gas header 42a.
  • the downstream end 63 of the return line 61 is located in the liquid phase portion 3 a in the tank 3.
  • the return line 61 is connected to each tank 3 and is configured to return the fuel gas from the fuel gas supply line 42 to each tank 3.
  • the return line 61 includes a plurality of return lines 61. What is necessary is just to be comprised so that fuel gas may be returned to at least 1 of the tanks 3.
  • the return line 61 is provided with a return valve 62 having a variable opening so that the flow path cross-sectional area of the return line 61 is variable.
  • a return valve 62 having a variable opening so that the flow path cross-sectional area of the return line 61 is variable.
  • the fuel gas supply line 42 is connected to an exhaust line 81 that guides gas to a gas combustion unit (GCU) 83.
  • the upstream end of the exhaust line 81 is connected to the gas header 42a.
  • the gas combustion device 83 burns the gas introduced from the fuel gas supply line 42 via the exhaust line 81 and exhausts it to the outside of the LNG carrier 1.
  • An exhaust valve 82 is provided in the exhaust line 81. By controlling the opening degree of the exhaust valve 82, the vaporized gas pressure P2 (that is, the tank gas pressure) can be adjusted.
  • the control device 7 is a so-called computer, and includes an arithmetic processing unit such as a CPU and a storage unit such as a ROM and a RAM (none of which are shown).
  • the storage unit stores programs executed by the arithmetic processing unit, various fixed data, and the like.
  • the arithmetic processing unit performs data transmission / reception with an external device.
  • the arithmetic processing unit inputs detection signals from various instruments and outputs control signals to each control object.
  • processing for controlling the operation of the fuel gas supply system 10 is performed by the arithmetic processing unit reading and executing software such as a program stored in the storage unit.
  • the control device 7 may execute each process by centralized control by a single computer, or may execute each process by distributed control by cooperation of a plurality of computers.
  • FIG. 3 is a block diagram showing the configuration of the control system of the fuel gas supply system 10.
  • the control device 7 receives detection signals from the fuel gas pressure gauge 71, vaporized gas pressure gauge 72, and liquid level gauge 32, and an operation amount signal from the telegraph lever 80.
  • the telegraph lever 80 is an operation means for maneuvering the LNG carrier 1, and signals of the operation amount of the telegraph lever 80 such as forward, reverse, full speed, half speed, low speed, fine speed, stop, etc., or signals corresponding to this are received. Input directly or indirectly to the control device 7.
  • the control device 7 includes a compressor control unit 75 that controls the discharge amount of the compressor 4, a forced vaporization valve control unit 76 that controls the opening degree of the forced vaporization valve 53, and a return that controls the opening degree of the return valve 62. Each function part of the valve control part 77 and the exhaust valve control part 78 which controls the opening degree of the exhaust valve 82 is provided.
  • the control device 7 outputs control signals to the compressor 4, the forced vaporization valve 53, the return valve 62, and the exhaust valve 82.
  • the gas pressure of the fuel gas supplied to the engine 2 is within the gas pressure requirement range of the engine 2.
  • the fuel gas pressure P ⁇ b> 1 is controlled to be maintained at the fuel gas set pressure Ps ⁇ b> 1 that is within the gas pressure request range of the engine 2.
  • the fuel gas set pressure Ps1 is merely an example, but is an intermediate value between the upper limit value and the lower limit value of the gas pressure request range of the engine 2.
  • the vaporized gas pressure P2 is stored within a predetermined tank pressure allowable range from a predetermined lower threshold value to a predetermined upper threshold value.
  • the lower threshold is a value set in advance based on, for example, the freezing point of LNG, the tank capacity, the amount of heat input to the tank 3, and the like.
  • the upper threshold value is a value set in advance by adding a safety factor to the design pressure of the tank 3, for example. If the vaporized gas pressure P2 exceeds the upper threshold value, the vaporized gas pressure P2 may exceed the design allowable pressure of the tank 3.
  • control device 7 operates the fuel gas supply system 10 so that the fuel gas pressure P1 is maintained at the fuel gas set pressure Ps1 and the vaporized gas pressure P2 is maintained within a predetermined tank pressure allowable range.
  • the operations of the forced vaporization valve 53, the compressor 4, the return valve 62, and the exhaust valve 82 are controlled.
  • FIG. 4 is a flowchart showing a flow of control of the fuel gas supply system 10 by the control device 7. Below, the flow of control of the exhaust valve 82 and the return valve 62 by the control device 7 will be described using this flowchart.
  • the control mode when the control of the fuel gas supply system 10 by the control device 7 is started is a steady control mode.
  • the discharge amount of the compressor 4 is controlled so that the fuel gas pressure P1 becomes the fuel gas set pressure Ps1.
  • the control device 7 controls the discharge amount of the compressor 4 by feeding back the detected fuel gas pressure P1 so that the fuel gas pressure P1 becomes the fuel gas set pressure Ps1.
  • the opening of the forced vaporization valve 53 is basically set such that the amount of forced vaporized gas is the amount of gas sucked by the compressor 4 and the amount of NBOG flowing into the vaporized gas line 41 from the tank 3 (hereinafter referred to as the NBOG). , “NBOG amount Q NBOG ”).
  • control device 7 acquires the NBOG amount Q NBOG and the engine consumption gas amount Q Fuel (step S1), and compares them to monitor the load state of the engine 2 (step S2). .
  • the NBOG amount Q NBOG is the amount of NBOG flowing into the vaporized gas line 41 from the tank 3.
  • the NBOG amount Q NBOG may be simply the amount of NBOG generated in the tank 3, but is more preferably the amount of NBOG that can be used by adding the vaporized gas pressure P2 to the amount of NBOG generated.
  • An actual measurement value can be used as the NBOG amount Q NBOG, but in the present embodiment, a predicted value of the NBOG amount Q NBOG obtained by calculation is used.
  • the amount of NBOG generated is determined by applying the parameters such as the level of LNG in the tank 3 and the amount of heat input to the tank 3 to a predetermined arithmetic expression or a predetermined map, etc.
  • the amount of NBOG generated is an estimated amount of NBOG generated per unit time.
  • the liquid level of the LNG in the tank 3 can be obtained from the detection value of the liquid level meter 32 provided in the tank 3, and for example, it is distinguished between full load and empty load.
  • the amount of heat input to the tank 3 is a value obtained by using at least one of the shape of the tank 3, the navigation time, the navigation route, the weather conditions, and the like.
  • the vaporized gas pressure P2 is added to the amount of NBOG calculated in this way, and the flow rate per unit time of NBOG delivered to the vaporized gas line 41 is calculated as the NBOG amount Q NBOG .
  • the control device 7 can read and use a value stored in advance in the storage unit as the NBOG amount Q NBOG .
  • the control device 7 has an NBOG amount calculation function, and the control device 7 calculates the NBOG amount Q NBOG .
  • the parameters of the NBOG amount Q NBOG such as the LNG level (full load / empty load) in the tank 3, the vaporized gas pressure P 2, and the amount of heat input to the tank 3 may be values stored in the storage unit in advance. Or the value calculated based on the measured value of the various instruments mounted in the LNG carrier 1 may be sufficient.
  • the engine consumption gas amount Q Fuel is the amount of fuel gas consumed by the engine 2.
  • the engine consumption gas amount Q Fuel may be, for example, a value corresponding to the operation amount (operation position) of the telegraph lever 80 that controls the LNG carrier 1.
  • the rotational speed of the propulsion motor 931 is determined by the amount of operation of the telegraph lever 80, the power generation amount of the power generation unit 91 is determined based on the power demand value corresponding to the rotation speed of the propulsion motor 931, and is consumed by the engine 2 based on the power generation amount.
  • the amount of fuel gas to be determined is determined.
  • control device 7 has an engine consumption gas amount calculation function, and the control device 7 uses the predetermined calculation formula or the predetermined map to determine the engine consumption gas based on the operation amount of the telegraph lever 80.
  • the amount Q Fuel is calculated, and the calculated engine consumption gas amount Q Fuel is used.
  • the calculation method of the engine consumption gas amount Q Fuel is not limited to the above.
  • the engine consumption gas amount Q Fuel may be a value obtained by subtracting the fuel gas amount returned to the tank 3 through the return line 61 from the discharge amount of the compressor 4.
  • the amount of fuel gas supplied to the fuel gas supply line 42 (that is, the discharge of the compressor 4).
  • the amount is the sum of the amount of fuel gas supplied to the engine 2 (that is, the engine consumption gas amount Q Fuel ) and the amount of fuel gas returned to the tank 3 through the return line 61.
  • the control device 7 calculates the engine consumption gas amount Q Fuel based on the rotation speed of the compressor 4 or the opening degree of the return valve 62, and calculates the calculated engine consumption gas amount Q Fuel. Is used.
  • an actual measurement value of the engine consumption gas amount Q Fuel may be used.
  • at least one flow meter (not shown) for detecting the flow rate of the fuel gas flowing into the engine 2 is provided at the inlet of the fuel gas supply line 42 or each engine 2 and is detected by the at least one flow meter.
  • the calculated value (a total value when there are a plurality of flow meters) may be the engine consumption gas amount Q Fuel .
  • the control device 7 monitors the load state of the engine 2 and determines that the load is low when the NBOG amount Q NBOG is larger than the engine consumption gas amount Q Fuel (Q NBOG > Q Fuel ) (YES in step S2). (Step S5), it is determined that the load is not low (NO in Step S2) (Step S3).
  • control device 7 determines that the load state of the engine 2 is not low (step S3), the control device 7 maintains the steady control mode (step S4).
  • the opening degree of the return valve 62 is controlled so that the fuel gas pressure P1 is maintained at the fuel gas set pressure Ps1 in principle.
  • the return valve 62 in the steady control mode may be closed (opening degree 0%).
  • the opening degree of the exhaust valve 82 in the steady control mode is controlled so as to be closed (opening degree 0%).
  • step S5 when the control device 7 determines that the load state of the engine 2 is low (step S5), the difference between the engine consumption gas amount Q Fuel and the NBOG amount Q NBOG when the load of the engine 2 decreases is calculated.
  • the engine consumption gas amount Q Fuel when the reduction in the load of the engine 2 is an engine gas consumption Q Fuel acquired in step S1.
  • the return gas amount Q RETURN is a value obtained by subtracting the engine consumption gas amount Q Fuel from the NBOG amount Q NBOG .
  • the return gas amount Q RETURN is 0.5 ton / h, which corresponds to this return gas amount Q RETURN
  • the fuel gas to be returned is returned from the fuel gas supply line 42 to the tank 3.
  • the control device 7 stores in advance the flow rate characteristics (relationship between the opening degree and the flow rate) of the return valve 62. Based on this predetermined correspondence, the control device 7 controls the opening degree of the return valve 62 so that the fuel gas substantially corresponding to the return gas amount Q RETURN flows through the return line 61. However, the opening degree of the return valve 62 is adjusted so that the detected value is substantially equal to the return gas amount Q RETURN based on the detected value of a flow meter (not shown) provided in the return line 61. You may control.
  • the opening degree of the return valve 62 is increased in advance of the actual load reduction timing of the engine 2.
  • the opening degree of the return valve 62 increases, the amount of fuel gas returned from the fuel gas supply line 42 to the tank 3 increases.
  • the fuel gas is returned to the liquid phase portion 3a in the tank 3, and most of the fuel gas is liquefied to rise to LNG while rising up the liquid phase portion 3a. Therefore, an increase in the vaporized gas pressure P2 (that is, the tank gas pressure) can be suppressed as compared with the case where the fuel gas is returned to the gas phase portion 3b.
  • the discharge amount of the compressor 4 increases in order to maintain the pressure of the fuel gas.
  • the flow rate of the vaporized gas flowing into the vaporized gas line 41 increases, and as a result, the increase in the vaporized gas pressure P2 is suppressed.
  • the forced vaporization valve 53 be controlled to close.
  • the NBOG in the tank 3 flows into the fuel gas supply line 42 in preference to the FBOG.
  • the vaporized gas pressure P2 may exceed the tank pressure allowable range.
  • the NBOG amount Q NBOG may exceed the engine consumption gas amount Q Fuel because the ship speed is reduced to enter the port, and the tank 3 is fully loaded. Therefore, even if the fuel gas is returned to the liquid phase portion 3a, the vaporized gas pressure P2 gradually increases.
  • the control device 7 acquires the vaporized gas pressure P2 (step S7), compares the vaporized gas pressure P2 with the upper threshold value of the predetermined tank pressure allowable range (step S8), and the vaporized gas pressure P2 has the upper threshold value. When it exceeds (YES in step S8), the opening degree of the exhaust valve 82 is increased to a predetermined opening degree (step S9). Further, the control device 7 decreases the opening degree of the return valve 62 according to the predetermined opening degree of the exhaust valve 82 (step S10).
  • Controlling the opening degree of the return valve 62 according to the predetermined opening degree of the valve 82 is desirable from the viewpoint of effectively using the LNG of the tank 3.
  • the heat input to the tank 3 is reduced by reducing the amount of fuel gas returned to the tank 3, the fuel gas returned to the tank 3 can be reduced from the viewpoint of reducing the heat input to the tank 3. desirable.
  • the control flow of the exhaust valve 82 and the return valve 62 described above is repeated at a predetermined control cycle (for example, 200 msec).
  • the LNG carrier 1 includes a tank 3 that stores LNG as an example of liquefied gas, a compressor 4 having a variable discharge amount, an engine 2 that can be gas-fired, and a tank. 3, a vaporized gas line 41 that guides the NBOG generated in the compressor 3 to the compressor 4, a fuel gas supply line 42 that guides the fuel gas formed by compressing the gas containing NBOG by the compressor 4 to the engine 2, and a fuel gas supply line 42.
  • the control device 7 controls the discharge amount of the compressor 4 so that the pressure detected by the fuel gas pressure gauge 71 falls within the required pressure range of the engine 2.
  • control device 7 monitors the decrease in the load on the engine 2 and when determining the decrease in the load on the engine 2, the engine consumption gas amount Q Fuel and the amount of vaporized gas flowing into the vaporized gas line 41 from the tank 3 (The opening degree of the return valve 62 is controlled so that an amount of fuel gas substantially equivalent to the difference from the NBOG amount Q NBOG ) (return gas amount Q RETURN ) is returned to the tank 3 through the return line 61.
  • the fuel gas supply line 42 Since the excess fuel gas is returned to the tank 3, the fuel gas to be incinerated by the gas combustion device 83 can be reduced.
  • the LNG carrier 1 can reduce fuel consumption during navigation while suppressing an increase in the vaporized gas pressure P2.
  • the control device 7 obtains the engine consumption gas amount Q Fuel based on the operation amount of the telegraph lever 80 that is the control device of the LNG carrier 1. Then, the control device 7 compares the NBOG amount Q NBOG and the engine consumption gas amount Q Fuel, and determines that the load of the engine 2 is reduced when the NBOG amount Q NBOG exceeds the engine consumption gas amount Q Fuel. It is configured.
  • the telegraph lever 80 is an example of a control device of the LNG carrier 1, and the engine consumption gas amount Q Fuel may be determined based on the operation amount of another control device different from the telegraph lever 80. Alternatively, an actual measurement value may be used for the engine consumption gas amount Q Fuel . Further, the reduction in the load on the engine 2 can be determined based on the navigation plan and the current position of the LNG carrier 1.
  • control device 7 predicts a decrease in the load of the engine 2 when entering the harbor based on the navigation plan stored in advance and the current position of the LNG carrier 1 measured by a GPS device (not shown), Before the LNG carrier 1 enters the harbor, the amount of fuel gas returned from the fuel gas supply line 42 to the tank 3 may be increased.
  • the LNG carrier 1 of the present embodiment includes a vaporized gas pressure gauge 72 that detects the pressure of the gas phase portion 3b in the tank 3, a gas combustion device 83 that incinerates fuel gas, a fuel gas supply line 42, and gas combustion.
  • An exhaust line 81 connecting the device 83 and an exhaust valve 82 provided in the exhaust line 81 are further provided. Then, when the pressure detected by the vaporized gas pressure gauge 72 exceeds a predetermined tank pressure allowable range, the control device 7 performs exhaust so that the amount of fuel gas guided to the gas combustion device 83 through the exhaust line 81 increases.
  • the opening degree of the return valve 62 is controlled so that the opening degree of the return valve 62 is decreased in response to an increase in the opening degree of the exhaust valve 82.
  • the LNG carrier 1 of the present embodiment includes a forced vaporization gas line 51 that guides the liquefied gas in the tank 3 to the compressor 4, a vaporizer 52 provided in the forced vaporization gas line 51, and a forced vaporization gas line 51. And a forced vaporization valve 53 that controls the flow rate of the liquefied gas flowing into the vaporizer 52. And the control apparatus 7 controls the forced vaporization valve
  • the supply of FBOG is stopped, and the NBOG is preferentially sent to the compressor 4, so that more NBOG can be extracted from the tank 3.
  • a gas header 42 a having a larger flow path cross-sectional area than other parts is provided in the middle of the fuel gas supply line 42.
  • a return line 61 is connected to the gas header 42a. Variations in the fuel gas pressure can be mitigated by the volume of the gas header 42a.
  • the LNG carrier 1 of the present embodiment is driven by a power generation unit 91 having a plurality of sets of engines 2 and a generator 912 that obtains power from mechanical energy output by the engines 2, and power generated by the power generation unit 91.
  • a propulsion motor 931 and a propulsion unit 93 having a propulsion device 933 that rotates with the output of the propulsion motor 931 and a power supply system from the power generation unit 91 to the propulsion unit 93 are provided to distribute the power generated by the power generation unit 91
  • a power distribution / control unit 92 that controls the output of the propulsion motor 931 is provided.
  • the propulsion unit 93 is driven by the electric power generated by the mechanical energy output from the engine 2.
  • the load on the engine 2 can be changed prior to the change in the load on the propulsion unit 93 to prepare for the actual change in the load on the propulsion unit 93. Therefore, the fuel gas supply system 10 according to the embodiment is suitable for the LNG carrier 1 configured as described above.
  • the fuel gas supply system 10 of the LNG carrier 1 can be applied as a system for supplying fuel gas to a propulsion system having a mode different from the propulsion system 90 of the present embodiment.
  • the fuel gas supply system 10 according to the above embodiment includes, for example, a gas-fired engine that uses only fuel gas as fuel, a dual fuel engine that can use both fuel oil and fuel gas as fuel, and a steam turbine engine equipped with a boiler
  • the present invention may be applied to a system that supplies fuel gas to one or more engines.
  • the LNG carrier 1 which concerns on this embodiment is an electric propulsion system
  • the propulsion method of the LNG carrier 1 is not limited to this, The propulsion system is driven directly by the output of the engine 2, Also good.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

L'invention concerne un récipient de transport de gaz liquéfié comportant : un réservoir qui stocke un gaz liquéfié ; un compresseur ; un moteur à gaz ; une conduite de gaz vaporisé qui guide un gaz vaporisé à l'intérieur du réservoir vers le compresseur ; une conduite d'alimentation en gaz combustible qui guide un gaz combustible déchargé en provenance du compresseur vers le moteur ; une conduite de retour qui guide le gaz combustible de la conduite d'alimentation en gaz combustible jusqu'à une phase liquide dans le réservoir ; une soupape de retour mise en œuvre sur la conduite de retour ; et un dispositif de commande. Le dispositif de commande permet de commander une quantité de décharge du compresseur de telle sorte que la pression du gaz combustible se situe dans la plage d'une pression requise du moteur, de surveiller une diminution de la charge du moteur, et, quand une diminution de la charge du moteur a été détectée, de commander un degré d'ouverture de la soupape de retour de telle sorte que le gaz combustible, en une quantité correspondant sensiblement à la différence entre une quantité de gaz de consommation du moteur et une quantité de gaz vaporisé qui s'écoule dans la conduite de gaz vaporisé en provenance du réservoir, est renvoyé dans le réservoir par le biais d'une conduite de retour.
PCT/JP2017/009757 2016-03-16 2017-03-10 Récipient de transport de gaz liquéfié WO2017159568A1 (fr)

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CN201780016962.8A CN108883818A (zh) 2016-03-16 2017-03-10 液化气体搬运船

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KR20180127401A (ko) 2018-11-28
CN108883818A (zh) 2018-11-23
JP6613179B2 (ja) 2019-11-27

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