WO2018185960A1 - 船舶 - Google Patents

船舶 Download PDF

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Publication number
WO2018185960A1
WO2018185960A1 PCT/JP2017/037553 JP2017037553W WO2018185960A1 WO 2018185960 A1 WO2018185960 A1 WO 2018185960A1 JP 2017037553 W JP2017037553 W JP 2017037553W WO 2018185960 A1 WO2018185960 A1 WO 2018185960A1
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WO
WIPO (PCT)
Prior art keywords
fuel
tank
petroleum gas
liquefied petroleum
ship
Prior art date
Application number
PCT/JP2017/037553
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
伸 上田
Original Assignee
三菱造船株式会社
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 三菱造船株式会社 filed Critical 三菱造船株式会社
Priority to KR1020227002827A priority Critical patent/KR102526828B1/ko
Priority to KR1020197026874A priority patent/KR20190111135A/ko
Priority to CN201780088527.6A priority patent/CN110431074A/zh
Publication of WO2018185960A1 publication Critical patent/WO2018185960A1/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 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • 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
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • 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
    • 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
    • F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • 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
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/008—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for wheeled cargo
    • 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
    • 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
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels

Definitions

  • the present invention relates to a ship.
  • the present application claims priority based on Japanese Patent Application No. 2017-075914 filed in Japan on April 6, 2017, the contents of which are incorporated herein by reference.
  • Patent Document 1 discloses a system for transporting natural gas using natural gas hydrate (NGH). This natural gas hydrate can contain about 170 times more gas in a low-temperature and high-pressure environment (for example, less than -30 degrees Celsius at 10 atmospheres) and is easier to handle than liquefied natural gas. It has become.
  • Patent Document 1 Although the natural gas hydrate described in Patent Document 1 is easier to handle than liquefied natural gas, it is still difficult to handle because it must maintain a low temperature and a high pressure. Since land facilities that can supply natural gas hydrate are limited, fuel procurement may be difficult.
  • This invention provides a ship capable of suppressing the emission of air pollutants while facilitating fuel procurement and fuel handling.
  • the ship includes a plurality of fuel tanks, an intermediate tank, and a main engine.
  • the plurality of fuel tanks store liquefied petroleum gas in a pressurized state.
  • the intermediate tank is connected to the plurality of fuel tanks, and the liquefied petroleum gas is selectively supplied from the plurality of fuel tanks.
  • the main engine is driven using liquefied petroleum gas supplied by the intermediate tank as fuel. With this configuration, pressurized liquefied petroleum gas stored in a plurality of fuel tanks is supplied to the main engine via the intermediate tanks. Since liquefied petroleum gas in a pressurized state does not vaporize even at room temperature, basically no reliquefaction device or the like is required.
  • the fuel tank according to the first aspect may be a portable tank that can be loaded on land. By comprising in this way, only the fuel tank which became empty among the fuel tanks can be loaded and unloaded on land.
  • Fuel tanks filled with liquefied petroleum gas on land can be used by being stacked on board.
  • the permanent fuel tank on board can be omitted. Therefore, the piping etc. which supply pressurized liquefied petroleum gas to the fuel tank on board can be omitted. Therefore, even when there is no port facility that can supply pressurized liquefied petroleum gas through the piping, fuel can be supplied to the ship, and handling of the fuel becomes easy. Furthermore, the expandability and the degree of freedom of arrangement of the fuel tank can be improved.
  • the ship according to the first or second aspect may include a hull in which the vehicle can travel and board, and the fuel tank may be a tank trailer capable of traveling. .
  • the fuel tank may be a tank trailer capable of traveling.
  • the intermediate tank according to any one of the first to third aspects is connected to a reflux pipe for refluxing a part of the liquefied petroleum gas supplied to the main engine. Also good.
  • middle tank can be functioned as a tank for recirculating a part of liquefied petroleum gas which flowed into the main engine.
  • the ship according to any one of the first to fourth aspects may include a liquid level sensor that detects the liquid level of the intermediate tank.
  • the liquid level in the intermediate tank can be monitored. Therefore, the fuel can be smoothly supplied from the plurality of fuel tanks to the intermediate tank.
  • the fuel tank according to any one of the first to fifth aspects may be disposed in an upper layer than the intermediate tank.
  • the liquefied petroleum gas stored in the fuel tank can be sent into an intermediate tank using the dead weight. Therefore, the pump for sending the liquefied petroleum gas from the fuel tank to the intermediate tank can be omitted or made smaller. Therefore, the equipment in the hull can be further simplified.
  • FIG. 1 is a diagram illustrating a schematic configuration of a ship fuel supply system according to an embodiment of the present invention.
  • FIG. 1 is a diagram showing a schematic configuration of a ship according to an embodiment of the present invention. As shown in FIG. 1, the ship 1 in this embodiment includes a hull 2 and an upper structure 3.
  • the hull 2 has a side 4, a ship bottom 5, and a plurality of decks 10.
  • the heel side 4 is composed of a pair of heel side outer plates that respectively constitute the left and right heel sides.
  • the ship bottom 5 is composed of a ship bottom skin plate that connects these anchor sides 4.
  • the hull 2 includes a screw 7 and a rudder 8 below the stern 2A.
  • the screw 7 is rotationally driven by an engine 9 that is a main machine provided in the hull 2, and converts the rotational energy of the engine 9 into a propulsive force of the hull 2.
  • the rudder 8 is provided behind the screw 7 and controls the traveling direction of the hull 2.
  • the engine 9 is disposed in a main engine room 11 defined on the lower layer of the hull 2 and close to the stern 2A.
  • the engine 9 can be driven by using liquefied petroleum gas (LPG) as fuel.
  • LPG liquefied petroleum gas
  • the fuel of the engine 9 is not limited to liquefied petroleum gas, and may be a combination of liquefied petroleum gas and another fuel (bi-fuel), mixing (dual fuel), or the like.
  • the engine 9 is not limited to driving the screw 7.
  • the generator may be driven by the engine 9.
  • the hull 2 includes two shore lamps 12 for loading and unloading cargo such as vehicles.
  • the ship 1 in this embodiment illustrates a case where a shore lamp 12 (a stern lamp 12A, a center lamp 12B) is provided at an intermediate position in the bow-stern direction of the stern 2A and the right side shore 4 respectively.
  • These shore lamps 12 are connected to a freeboard deck 10 ⁇ / b> A that is a boarding deck arranged in an intermediate layer among the decks 10 of the hull 2 formed in a hierarchy.
  • a boarded vehicle (not shown) is transported by stopping at a predetermined mounting position on the deck 10 of a predetermined hierarchy, for example, via a rampway 13 that is a ramp connecting the upper and lower adjacent decks 10 to each other. Is done.
  • the upper structure 3 is formed on the upper deck 10B of the hull 2.
  • the upper structure 3 includes a bridge 3A and a residential area 3B.
  • FIG. 2 is a diagram showing a schematic configuration of a ship fuel supply system according to an embodiment of the present invention.
  • the fuel supply system 20 in this embodiment includes a plurality (n) of fuel tanks 21, a plurality of branch pipes L1 to Ln, flow rate adjusting valves V1 to Vn, a merging pipe Lc,
  • the intermediate tank 22, the fuel supply pipe Lf, the booster pump 23, the heater 24, the return pipe Lr, and the control valve 25 are mainly provided.
  • emergency devices that discharge the internal gas to the atmosphere when the internal pressure of the intermediate tank 22 or each pipe rises abnormally, the illustration of these emergency devices is omitted in FIG. ing.
  • the multiple fuel tanks 21 store liquefied petroleum gas in a pressurized state.
  • the liquefied petroleum gas stored in these fuel tanks 21 is set to a pressure (room temperature and pressure) that can maintain a liquid state at room temperature (for example, about 20 degrees Celsius). Therefore, the fuel tank 21 has pressure resistance performance corresponding to the pressure of the liquefied petroleum gas. Since the fuel tank 21 can store fuel at room temperature and high pressure, unlike the liquefied natural gas, it is not necessary to install a heat insulation structure such as a vacuum heat insulation for maintaining a low temperature, a refrigerator, or the like. Compared to liquefied natural gas, it can be stored for a long period of time, and it is advantageous in that a facility for re-liquefying the vaporized natural gas is not required.
  • the fuel tank 21 in this embodiment is a portable tank that can be carried out and carried in between the hull 2 and the quay.
  • the fuel tank 21 exemplified in this embodiment is a tank trailer that is mounted on a trailer having wheels and can be self-propelled. These fuel tanks 21 can be pulled by a tractor T or the like. The fuel tank 21 pulled by the tractor T can travel on and off the hull 2 by self-propelling the shore ramp 12 described above.
  • the plurality of fuel tanks 21 are mounted in a tank trailer state in a predetermined tank space Ts (for example, see FIG. 1) in a predetermined level of the hull 2.
  • the tank space Ts in this embodiment is provided one level lower than the freeboard deck 10A.
  • the quantity (n) of placing the fuel tank 21 in the tank space Ts is set from the cruising distance required by the ship 1. These n fuel tanks 21 are connected to the branch pipes L1 to Ln, respectively.
  • a gas detector, a ventilation device, and the like are provided.
  • FIG. 1 illustrates the case where the tank space Ts is provided on the same level, the tank space Ts may be provided across a plurality of levels.
  • the ends of the branch pipes L1 to Ln can be connected to n fuel tanks 21 one by one. These branch pipes L1 to Ln are joined and connected to a joining pipe Lc.
  • the flow rate adjusting valves V1 to Vn are provided in the branch pipes L1 to Ln, respectively.
  • the flow rate adjusting valves V1 to Vn are valve mechanisms that adjust the flow passage areas of the branch pipes L1 to Ln, respectively.
  • the flow rate adjusting valves V1 to Vn can change the opening degree from the fully closed position to the fully open position.
  • the fuel tank 21 communicated with the intermediate tank 22 is selectively (selectively) opened by opening any one of the flow rate adjusting valves V1 to Vn and closing all the others. A case of switching will be described.
  • these flow rate adjusting valves V 1 to Vn may be operated so that a plurality of fuel tanks 21 communicate with the intermediate tank 22 at the same time.
  • the joining pipe Lc connects the branch pipes L1 to Ln with the intermediate tank 22. That is, the merging pipe Lc guides the liquefied petroleum gas from the plurality of fuel tanks 21 toward the intermediate tank 22.
  • the branch pipes L1 to Ln may be connected to the intermediate tank 22, respectively.
  • the intermediate tank 22 temporarily stores the liquefied petroleum gas supplied from the fuel tank 21 via the junction pipe Lc. Similar to the fuel tank 21 described above, the intermediate tank 22 stores the liquefied petroleum gas in a pressurized state so that the liquefied petroleum gas can be maintained in a liquid state.
  • the intermediate tank 22 is provided with a liquid level sensor S1 for detecting the liquid level of the liquefied petroleum gas. Based on the detection result of the liquid level sensor S1, the flow rate of the liquefied petroleum gas is adjusted by the flow rate adjusting valves V1 to Vn described above.
  • the intermediate tank 22 in this embodiment is installed at a level lower than the level where the fuel tank 21 is installed (see FIG. 1). Thereby, in this embodiment, the liquefied petroleum gas stored in the fuel tank 21 can flow into the intermediate tank 22 by its own weight.
  • the fuel supply pipe Lf is a pipe that supplies the liquefied petroleum gas temporarily stored in the intermediate tank 22 to the engine 9.
  • the fuel supply line Lf in this embodiment is connected to a fuel pump 26 that discharges liquefied petroleum gas from the intermediate tank 22.
  • the fuel pump 26 may be omitted.
  • the booster pump 23 is provided in the middle of the fuel supply pipe Lf.
  • the booster pump 23 pressurizes (for example, about 50 bar) the liquefied petroleum gas (for example, about 18 bar) in the intermediate tank 22 and supplies it to the engine 9.
  • the heater 24 heats the liquefied petroleum gas boosted by the booster pump 23 to a predetermined temperature (for example, about 50 degrees Celsius). That is, the liquefied petroleum gas heated by the booster pump 23 and the heater 24 is supplied to the engine 9.
  • the reflux pipe Lr is a pipe that returns a part of the liquefied petroleum gas supplied to the engine 9 to the intermediate tank 22.
  • a control valve 25 is provided in the middle of the reflux pipe Lr.
  • the control valve 25 adjusts the flow rate of the liquefied petroleum gas that is refluxed to the intermediate tank 22 through the reflux pipe Lr.
  • the control valve 25 may adjust the flow rate by increasing or decreasing the pressure of the liquefied petroleum gas to be recirculated according to the pressure in the intermediate tank 22 or the like.
  • the pressurized liquefied petroleum gas stored in the plurality of fuel tanks 21 is supplied to the engine 9 as the main engine through the intermediate tanks 22 respectively.
  • Such a pressurized liquefied petroleum gas is not vaporized even at room temperature, and thus basically no reliquefaction device or the like is required.
  • Liquefied petroleum gas is supplied to the engine 9 via the intermediate tank 22. Therefore, even when switching between the plurality of fuel tanks 21 that supply liquefied petroleum gas, it is not necessary to stop the engine 9 and the fuel tanks 21 can be switched smoothly. As a result, it is possible to suppress the emission of air pollutants while facilitating fuel procurement and fuel handling.
  • the fuel tank 21 is a portable tank, only the empty fuel tank 21 can be loaded on land.
  • the fuel tank 21 filled with liquefied petroleum gas on land can be used by being stacked on the ship.
  • the permanent fuel tank on board can be omitted.
  • piping etc. which supply pressurized liquefied petroleum gas to a fuel tank on a ship can be omitted.
  • fuel can be supplied even when there is no port facility capable of supplying pressurized liquefied petroleum gas via piping, or even a ship without a piping space for supplying liquefied petroleum gas as fuel.
  • the handling of the fuel becomes easy.
  • the fuel tank 21 When the fuel tank 21 is a tank trailer, even if there is no port facility such as a crane, the fuel tank 21 can be carried in and out by being pulled by a tractor. As a result, the handling of the fuel becomes easier.
  • the intermediate tank 22 can function as a tank for returning a part of the liquefied petroleum gas supplied to the engine 9. As a result, it is not necessary to provide both the tank for recirculating the blow-by gas and the intermediate tank 22, and the equipment in the hull 2 can be simplified.
  • the liquid level in the intermediate tank 22 can be monitored by the liquid level sensor S1. Therefore, fuel can be smoothly supplied from the plurality of fuel tanks 21 to the intermediate tank 22.
  • the liquefied petroleum gas stored in the fuel tank 21 can be sent to the intermediate tank 22 using its own weight. Therefore, the pump for sending the liquefied petroleum gas from the fuel tank 21 to the intermediate tank 22 can be omitted or made smaller. As a result, the facilities in the hull can be further simplified.
  • the present invention is not limited to the configuration of the above-described embodiment, and the design can be changed without departing from the gist thereof.
  • the case where the fuel tank 21 is disposed on the deck 10 below the upper deck 10B that is the exposed deck has been described.
  • the arrangement of the fuel tank 21 is not limited to the arrangement described above, and may be arranged above the upper deck 10B, for example. In this case, equipment for performing ventilation or the like is not required around the fuel tank 21, so that the equipment can be simplified.
  • the ship 1 is an RO-RO ship has been described as an example, but the type of the ship 1 is not limited to the RO-RO ship described above. Moreover, although the case where the ship 1 has the shore lamp 12 which can board / alight a vehicle was demonstrated, the ship 1 which cannot board / alight a vehicle may be sufficient. In the case of such a ship 1 that cannot get on and off the vehicle, the fuel tank 21 may be unloaded and unloaded by a harbor facility or a crane provided in the ship 1.
  • the shape of the fuel tank 21 is not limited to a cylindrical shape.
  • the case where the fuel tank 21 is arranged so that the center line of the cylindrical fuel tank 21 follows the deck 10 has been described.
  • the fuel tank 21 may be arranged so that the center line of the cylindrical fuel tank 21 is directed in the vertical direction.
  • the fuel tank 21 may be a vehicle that cannot be separated from the passenger compartment (driver's seat), such as a tank lorry.
  • the fuel tank 21 may be accommodated and transported in an ISO standard container such as a 20-foot container or a 40-foot container. By doing in this way, the cargo handling equipment in a container ship can be utilized. Furthermore, since it can be easily stacked up and down, the degree of freedom in arrangement can be further improved.
  • ISO standard container such as a 20-foot container or a 40-foot container.
  • the opening degrees of the flow rate adjusting valves V1 to Vn described above is adjusted according to the liquid level of the intermediate tank 22 has been described.
  • the opening adjustments of the flow rate adjusting valves V1 to Vn may be automatically performed using a control device.
  • the control device determines the liquid level of the intermediate tank 22 based on the information on the liquid level of the intermediate tank 22 and the remaining amount information detected by the fuel gauge (not shown) of each fuel tank 21.
  • the opening degree of the flow rate adjusting valves V1 to Vn may be adjusted by controlling the actuator so as not to fall below the level.
  • This invention can be applied to a ship equipped with a main machine driven by using liquefied petroleum gas as fuel.
  • a ship to which the present invention is applied can suppress the emission of air pollutants while facilitating fuel procurement and fuel handling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Transportation (AREA)
PCT/JP2017/037553 2017-04-06 2017-10-17 船舶 WO2018185960A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR1020227002827A KR102526828B1 (ko) 2017-04-06 2017-10-17 선박
KR1020197026874A KR20190111135A (ko) 2017-04-06 2017-10-17 선박
CN201780088527.6A CN110431074A (zh) 2017-04-06 2017-10-17 船舶

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017075914A JP6603969B2 (ja) 2017-04-06 2017-04-06 船舶
JP2017-075914 2017-04-06

Publications (1)

Publication Number Publication Date
WO2018185960A1 true WO2018185960A1 (ja) 2018-10-11

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PCT/JP2017/037553 WO2018185960A1 (ja) 2017-04-06 2017-10-17 船舶

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JP (1) JP6603969B2 (ko)
KR (2) KR102526828B1 (ko)
CN (1) CN110431074A (ko)
WO (1) WO2018185960A1 (ko)

Cited By (1)

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CN110406631A (zh) * 2019-07-15 2019-11-05 泰州口岸船舶有限公司 一种燃油舱透气管除油装置

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JP7191689B2 (ja) * 2018-12-28 2022-12-19 大阪瓦斯株式会社 液化低温流体の荷役設備
JP7346276B2 (ja) * 2019-12-19 2023-09-19 三菱造船株式会社 船舶
JP7350647B2 (ja) * 2019-12-19 2023-09-26 三菱造船株式会社 船舶、船舶における液化二酸化炭素の積込方法
KR102315406B1 (ko) * 2020-03-26 2021-10-21 송병근 액화 가스 처리 시스템
JP7390972B2 (ja) * 2020-05-18 2023-12-04 Ｊｆｅコンテイナー株式会社 水素供給システムおよび船舶への水素供給方法
JP7534248B2 (ja) 2021-03-24 2024-08-14 岩谷産業株式会社 船舶用ｌｎｇ燃料供給システム及びバンカリングタンクユニット
JP7543469B1 (ja) 2023-03-08 2024-09-02 株式会社ジャパンエンジンコーポレーション 燃料供給装置

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