JP2015074418A - Fuel gas supply system for liquefied gas carrying vessel - Google Patents

Fuel gas supply system for liquefied gas carrying vessel Download PDF

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JP2015074418A
JP2015074418A JP2013213773A JP2013213773A JP2015074418A JP 2015074418 A JP2015074418 A JP 2015074418A JP 2013213773 A JP2013213773 A JP 2013213773A JP 2013213773 A JP2013213773 A JP 2013213773A JP 2015074418 A JP2015074418 A JP 2015074418A
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gas
fuel gas
fuel
gas supply
liquefied
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JP5746301B2 (en
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貴士 渡邉
Takashi Watanabe
貴士 渡邉
繁志 柴田
Shigeji Shibata
繁志 柴田
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Mitsui Engineering and Shipbuilding Co Ltd
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Priority to JP2013213773A priority Critical patent/JP5746301B2/en
Priority to PCT/JP2014/075978 priority patent/WO2015053126A1/en
Priority to KR1020167009519A priority patent/KR20160068780A/en
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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
    • B63H21/38—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
    • 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
    • F02M21/0203—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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (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

PROBLEM TO BE SOLVED: To optimize treatment of boil-off gas and energy consumption in accordance with a navigation state of a liquefied gas carrying vessel by using a high pressure gas compressor and a high pressure liquid pump together and reduce a load on the environment, in the liquefied gas carrying vessel.SOLUTION: A fuel gas supply system is provided with a first fuel gas supply line 14 supplying boil-off gas (BOG) inside a cargo tank 11 to a main engine 12 through a high pressure gas compressor 13 as fuel gas. The fuel gas supply system is provided with a second fuel gas supply line 26 sucking up liquefied gas inside the tank 11 by a pump 27, and generating high pressure gas by use of a high pressure liquid pump 29 and a gas heater 30. The fuel gas supply system uses only the first fuel gas supply line 14 when the fuel gas is sufficient with only the BOG in navigation in time of liquefied gas loading, and simultaneously uses the second fuel gas supply line 26 when insufficient. The fuel gas supply system uses only the first fuel gas supply line when performing spray work in the navigation in time of no loading of liquefied gas, and uses only the second fuel gas supply line when not performing the spray work.

Description

本発明は、ガス焚きが可能な低速ディーゼル機関を主機関として搭載した液化ガス運搬船に適用される燃料ガス供給システムに関する。   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.

環境負荷の低減やエネルギー消費改善の観点から、近年ではＬＮＧ運搬船の主機関にガス焚き低速ディーゼル機関を採用し、ＬＮＧタンク内で自然に発生するボイルオフガス（ＮＡＴＵＲＡＬ ＢＯＧ）を主機関の燃料として利用する構成が知られている。しかし、ガス焚き低速ディーゼル機関へは３０ＭＰａ程度の圧力を持つ燃料ガスを供給する必要がある。そのためボイルオフガスを燃料に用いる場合、このボイルオフガスを高圧ガスコンプレッサにより３０ＭＰａ程度まで圧縮する必要があるが、高圧ガスコンプレッサを用いた方式は消費電力が大きいと言う問題がある。一方、低い消費電力で高圧燃料ガスを生成する方法として、液化天然ガスを高圧液ポンプで加圧し、これを加熱して３０ＭＰａ程度の高圧ガスとする構成が知られている（特許文献１）。   In recent years, a gas-fired low-speed diesel engine has been adopted as the main engine of the LNG carrier, and boil-off gas (NATUREL BOG) that is naturally generated in the LNG tank is used as the main engine fuel from the viewpoint of reducing environmental impact and improving energy consumption. The structure to do is known. However, 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. However, the method using a high-pressure gas compressor has a problem that power consumption is large. On the other hand, 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).

特開２０１２−１７７３３３号公報JP 2012-177333 A

高圧液ポンプを通してタンク内の液化ガスを高圧ガスにする場合、ボイルオフガスが燃料として消費されないため、ボイルオフガスによる貨物タンクの圧力上昇を防止するには、ボイルオフガスを強制的に燃焼するガス燃焼装置やボイルオフガスを液に戻すための再液化装置を用意する必要がある。しかし、ボイルオフガスを燃焼させると環境負荷を増大させ、運搬船全体のエネルギー効率も低下させる。また再液化装置の運転には、一般的に高圧ガスコンプレッサの運転よりも大きなエネルギーを必要とする。   When the liquefied gas in the tank is changed to high-pressure gas through the high-pressure liquid pump, the boil-off gas is not consumed as fuel. It is necessary to prepare a reliquefaction device for returning the boil-off gas to the liquid. However, burning boil-off gas increases the environmental load and reduces the energy efficiency of the entire carrier. Also, the operation of the reliquefaction device generally requires more energy than the operation of the high pressure gas compressor.

本発明は、液化ガス運搬船において、高圧ガスコンプレッサおよび高圧液ポンプを併用して、液化ガス運搬船の運航状態に合わせ、ボイルオフガスの処理、エネルギー消費を最適化するとともに環境への負荷をより低減する燃料ガス供給システムを提供することを目的としている。   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.

本発明の液化ガス運搬船用燃料ガス供給システムは、主機関として用いられるガス焚き可能な低速ディーゼル機関と、液化ガスを貯蔵するタンクと、タンク内で発生するボイルオフガスを圧縮する高圧ガスコンプレッサと、タンク内の液化ガスを加圧する高圧液ポンプと、高圧ガスコンプレッサを通してタンクから低速ディーゼル機関へ燃料ガスを供給する第１燃料ガス供給ラインと、高圧液ポンプを通してタンクから低速ディーゼル機関へ燃料ガスを供給する第２燃料ガス供給ラインとを備え、液化ガス積載時の運航において、主機関の燃料消費量がボイルオフガス発生量以下のとき、および液化ガス空荷時の運航においてスプレー作業（液化ガスをタンクに受け入れる際に、急激な温度差によるタンクの破損を防止するために、タンク内に残した液化ガスをタンク内に噴霧し液化ガスの気化熱によって貨物タンクを予冷する作業）を行うときには、第１燃料ガス供給ラインのみを通して燃料ガスを低速ディーゼル機関へ供給し、液化ガス空荷の運航時においてスプレー作業を行わないときには第２燃料ガス供給ラインのみを通して燃料ガスを低速ディーゼル機関へ供給することを特徴としている。ただし、上記のスプレー作業においては、噴霧によりタンク内の圧力が規定の圧力まで上昇すると噴霧を一旦中断し、タンク内のガスを燃料として消費してタンク圧を下げた後、再びスプレー作業を開始し、タンクの温度が規定の温度に下がるまで複数回同じ作業を繰り返すが、噴霧中断でカーゴタンク内のガスを優先的に燃料として使用している期間もその一連のスプレー作業中に含める。なお、空荷状態であっても、液化ガスをタンク冷却用のスプレー液として、また主機関の燃料として使用するために、幾らかの液化ガスが貯蔵されており、タンク内が完全に空にされているわけではない。   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 damage to the tank due to sudden temperature differences When the remaining liquefied gas is sprayed into the tank and the cargo tank is precooled by the heat of vaporization of the liquefied gas), the fuel gas is supplied to the low-speed diesel engine only through the first fuel gas supply line, The fuel gas is supplied to the low-speed diesel engine only through the second fuel gas supply line when spraying is not performed during operation. However, in the above spraying operation, when the pressure in the tank rises to the specified pressure due to spraying, 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.

更に、液化ガス積載時の運航において、主機関の燃料消費量がボイルオフガス発生量を上回るときには第１および第２燃料ガス供給ラインを使用して低速ディーゼル機関へ燃料ガスを供給することが好ましい。また更に、高圧ガスコンプレッサで圧縮された燃料ガスを再液化してタンクへ戻すガス回収ラインと、このガス回収ラインと第１燃料ガス供給ラインにおけるタンクと高圧ガスコンプレッサとを結ぶ部分との間で熱交換を行う熱交換器とを備え、燃料ガスの再液化をこの熱交換器を通して行う構成であってもよい。またこのとき、ガス回収ラインの熱交換器とタンクとの間に存在するボイルオフガスを第１燃料ガス供給ラインの熱交換器よりも上流側に戻す連絡ラインを更に設けてもよい。   Further, in the operation when the liquefied gas is loaded, when the fuel consumption of the main engine exceeds the boil-off gas generation amount, it is preferable to supply the fuel gas to the low speed diesel engine using the first and second fuel gas supply lines. 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.

本発明の液化ガス運搬船は、上記液化ガス運搬船用燃料ガス供給システムを備えたことを特徴としている。   The liquefied gas carrier ship of the present invention is characterized by including the fuel gas supply system for the liquefied gas carrier ship.

本発明によれば、液化ガス運搬船において、高圧ガスコンプレッサおよび高圧液ポンプを併用して、液化ガス運搬船の運航状態に合わせ、ボイルオフガスの処理、エネルギー消費を最適化するとともに環境への負荷をより低減する燃料ガス供給システムを提供することができる。   According to the present invention, in a 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.

本発明の第１実施形態である燃料ガス供給システムの構成を示すブロック図である。It is a block diagram which shows the structure of the fuel gas supply system which is 1st Embodiment of this invention. 第１実施形態における（ａ）液化ガス積載時、（ｂ）液化ガス空荷時（スプレー作業有）、（ｃ）液化ガス空荷時（スプレー作業無し）の運航形態おける運航速度と使用燃料消費量の関係を示すグラフである。Operation speed and fuel consumption in (a) when liquefied gas is loaded, (b) when liquefied gas is empty (with spray work), (c) when liquefied gas is empty (no spray work) It is a graph which shows the relationship of quantity. 本発明の第２実施形態である燃料ガス供給システムの構成を示すブロック図である。It is a block diagram which shows the structure of the fuel gas supply system which is 2nd Embodiment of this invention. 第２実施形態における液化ガス積載時の運航速度と使用燃料消費量の関係を示すグラフである。It is a graph which shows the relationship between the operation speed at the time of liquefied gas loading in 2nd Embodiment, and the amount of used fuel consumption.

以下、本発明の実施形態について添付図面を参照して説明する。
図１は、本発明の第１実施形態である燃料ガス供給システムの構成を示すブロック図である。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a block diagram showing the configuration of the fuel gas supply system according to the first embodiment of the present invention.

本実施形態の燃料ガス供給システム１０は、天然ガスなどの液化ガスを運搬する船舶に適用され、液化ガス（本実施形態ではＬＮＧ）はカーゴタンク１１に積載される。主機関１２は、ガス焚き可能な低速ディーゼル機関であり、主機関１２には高圧ガスコンプレッサ１３を含む第１燃料ガス供給ライン１４を通してタンク１１内で自然発生するボイルオフガス（ＮＡＴＵＲＡＬ ＢＯＧ）を供給することが可能である。すなわち、タンク１１と高圧ガスコンプレッサ１３は、上流ライン１４Ａで接続され、高圧ガスコンプレッサ１３と主機関１２は下流ライン１４Ｂにより接続される。   The fuel gas supply system 10 of this embodiment is applied to a ship that transports liquefied gas such as natural gas, and liquefied gas (LNG in this embodiment) is loaded on the cargo tank 11. The main engine 12 is a low-speed diesel engine capable of gas burning. 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.

すなわち、タンク１１内で発生するボイルオフガスは、上流ライン１４Ａを介して高圧ガスコンプレッサ１３へ送られ、例えば略３０ＭＰａまで圧縮され、「高圧ガス」として下流ライン１４Ｂへ送出され、下流ライン１４Ｂに設けられた逆止弁１５、流量調整弁１６を通して主機関１２へと送られる。また、本実施形態において、高圧ガスコンプレッサ１３には、低圧燃料ガス供給ライン１７も接続されており、相対的に圧力が低い「低圧ガス」が送出される。   That is, 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. In the present embodiment, 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.

低圧燃料ガス供給ライン１７には、例えば逆止弁１８、流量調整弁１９を介して２元燃料焚きボイラ２０が接続されるとともに、例えば逆止弁２１、流量調整弁２２を介して２元燃料焚きディーゼル発電機関（Ｄ／Ｇ）２３などが接続される。ボイラ２０およびディーゼル発電機関２３では、燃料ガスとオイルを混焼でき、余剰ボイルオフガスが存在するときには高圧ガスコンプレッサ１３から供給される低圧ガスが燃料として用いられる。   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.

なお、本実施形態では、第１燃料ガス供給ライン１４の下流ライン１４Ｂにおける、逆止弁１５と流量調整弁１６の間が、ディーゼル発電機関２３に接続されるラインの逆止弁２１と流量調整弁２２の間が連絡ライン２４により連通され、連絡ライン２４には、圧力調整機能付逆止弁２５が設けられる。すなわち、下流ライン１４Ｂに供給された高圧ガスを、必要に応じて圧力調整機能付逆止弁２５を通して２元燃料焚きディーゼル発電機関２３へも供給可能である。   In this embodiment, 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.

また、本実施形態の燃料ガス供給システム１０には、更に第２燃料ガス供給ライン２６が設けられる。第２燃料ガス供給ライン２６は、タンク１１内の底付近に配置されるポンプ２７を備え、タンク１１内の液化ガスはポンプ２７により汲み上げられ、一時的にサクションドラム２８に貯留される。サクションドラム２８には高圧液ポンプ２９が接続され、サクションドラム２８からの液化ガスが加圧される。高圧液ポンプ２９により加圧された液化ガスは、ガスヒータ３０において加熱・気化され、高圧ガスとなる。生成された高圧ガスは逆止弁３１を介して、第１燃料ガス供給ライン１４の下流ライン１４Ｂにおける逆止弁１５と流量調整弁１６の間の区間に供給される。   Further, 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.

次に図２を参照して、運航状況に応じた燃料ガス供給システム１０の主機関１２への燃料ガス供給態様について説明する。図２（ａ）〜図２（ｃ）は、それぞれ（ａ）液化ガス積載時の運航速度と使用燃料消費量の関係、（ｂ）液化ガス空荷時の運航においてスプレー作業を行っているときの運航速度と使用燃料消費量の関係、（ｃ）液化ガス空荷時の運航においてスプレー作業を行っていないときの運航速度と使用燃料消費量の関係を示すグラフである。なお図２（ａ）〜図２（ｃ）において横軸は船の運航速度、縦軸は燃料消費量である。   Next, with reference to FIG. 2, the fuel gas supply aspect to the main engine 12 of the fuel gas supply system 10 according to the operation state is demonstrated. 2 (a) to 2 (c) respectively show (a) the relationship between the operation speed when liquefied gas is loaded and the amount of fuel used, and (b) when the spray operation is performed during operation 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 | work is not performed in the operation at the time of (c) liquefied gas empty load. In FIGS. 2A to 2C, the horizontal axis represents the ship operating speed, and the vertical axis represents the fuel consumption.

図２（ａ）〜図２（ｃ）において、曲線Ｓは、船速と燃料消費量（燃料ガス供給量／単位時）の関係を示す曲線であり、燃料消費量は略船速の３乗に比例する。図２（ａ）の直線Ｌ（ＮＡＴＵＲＡＬ ＢＯＧ）は、タンク１１内の液化ガス（天然ガス）が自然蒸発し、ボイルオフガスとなる単位時間当たりの量である。   2 (a) to 2 (c), 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 A straight line L (NATURAL BOG) in FIG. 2A is an amount per unit time at which the liquefied gas (natural gas) in the tank 11 spontaneously evaporates and becomes boil-off gas.

すなわち図２（ａ）において、ボイルオフガスのみ、かつその全てを主機関１２の燃料として利用すると、曲線Ｓと直線Ｌの交点Ｐに対応する船速が得られる。一方、運転点Ｐよりも低速側では、直線Ｌと曲線Ｓの差が余剰ボイルオフガスとなり、運転点Ｐよりも高速側では、曲線Ｓと直線Ｌの差が、追加する必要のある燃料量となる。   That is, in FIG. 2A, when only the boil-off gas and all of it is used as the fuel for the main engine 12, a boat speed corresponding to the intersection P between the curve S and the straight line L is obtained. On the other hand, on the lower speed side than the operating point P, the difference between the straight line L and the curve S becomes surplus boil-off gas, and on the higher speed side than the operating point P, the difference between the curve S and the straight line L becomes the amount of fuel that needs to be added. Become.

したがって、液化ガス積載時の運航においては、運転点Ｐ（ＮＡＴＵＲＡＬ ＢＯＧ１００％速度）、および運転点Ｐよりも低速側（減速運転領域）では、第１燃料ガス供給ライン１４のみが使用され、ボイルオフガスのみを用いて主機関１２の運転が行われる。そして余剰ガスはボイラ２０やディーゼル発電機関２３の燃料として利用され、それでも消費できないものは、燃焼される。また運転点Ｐよりも高速側（高速運転領域）では、足りない分の燃料が第２燃料ガス供給ライン２６を通して供給される。すなわち、ポンプ２７、高圧液ポンプ２９、およびガスヒータ３０を駆動してタンク１１内の液化ガスから高圧ガスを生成し、高圧ガスコンプレッサ１３で圧縮された高圧ガスと共に主機関１２へ供給される。なお、船の巡航速度は、運転点Ｐ、あるいはそれよりも僅かに低い速度に設定される。   Therefore, in the operation when the liquefied gas is loaded, only the first fuel gas supply line 14 is used at the operation point P (NATURAL BOG 100% speed) and at a lower speed side (deceleration operation region) than the operation 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. That is, 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.

図２（ｂ）は、液化ガス空荷時の運航においてスプレー作業が行われるときの運航形態を示すグラフである。同運航形態では、第１燃料ガス供給ライン１４のみが使用される。すなわちタンク１１内では、スプレー作業が行われ、スプレー作業により発生したボイルオフガスが主機関１２へ燃料ガスとして供給される。なお、液化ガス空荷時の運航であっても、液化ガスをタンク冷却用のスプレー液として、また主機関の燃料として使用するために、幾らかの液化ガスが貯蔵されており、全てのタンク１１が完全に空にされているわけではない。   FIG.2 (b) is a graph which shows the operation form when a spray operation | work is performed in the operation at the time of liquefied gas empty loading. In the same flight mode, only 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.

一方図２（ｃ）は、液化ガス空荷時の運航においてスプレー作業が行われないときの運航形態に対応するグラフである。この運航形態では、第１燃料ガス供給ライン１４は使用されず、高圧ガスコンプレッサ１３はオフされる。そして第２燃料ガス供給ラインのみが使用され、ポンプ２７、高圧液ポンプ２９、およびガスヒータ３０が駆動されタンク１１内の液化ガスから高圧ガスが生成され主機関１２へ供給される。   On the other hand, FIG.2 (c) is a graph corresponding to the operation form when a spray operation | work is not performed in the operation at the time of liquefied gas empty loading. In this mode of operation, 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.

船舶は、殆どの時間を巡航速度で航行するので、例えば図２（ａ）の運転点Ｐ付近で運転される。すなわち、第１実施形態によれば、液化ガス積載時には、略高圧ガスコンプレッサのみが駆動され、ボイルオフガスの殆どが、主機関の燃料として消費される。そして高速運転領域での運転が必要な場合のみ、高圧液ポンプが駆動され液化ガスから直接的に高圧ガスが生成される。また、液化ガス空荷時の運航において殆どの時間は、スプレー作業が行われているわけではないので、殆ど図２（ｃ）の運航形態がとられ、高圧ガスコンプレッサを運転することなく、高圧液ポンプにより燃料ガス供給がなされる。一方、スプレー作業が行われ、ボイルオフガスが発生するときには、高圧ガスコンプレッサが駆動され、ボイルオフガスは略全て主機関の燃料として利用され、ボイルオフガス処理の問題は発生しない。そのため再液化装置の設置を省くことができる。   Since the ship navigates most of the time at the cruising speed, the ship is operated, for example, near the operating point P in FIG. 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. On the other hand, when a spray operation is performed and boil-off gas is generated, the high-pressure gas compressor is driven, and almost all the boil-off gas is used as fuel for the main engine, so that the problem of boil-off gas processing does not occur. Therefore, installation of a reliquefaction device can be omitted.

次に図３、図４を参照して本発明の第２実施形態の燃料ガス供給システムについて説明する。第２実施形態の燃料ガス供給システムは、第１実施形態の燃料ガス供給システムに、ガス回収システムを更に設けたものであり、その他の構成は第１実施形態と略同様である。したがって、第１実施形態と同様の構成に関しては同一参照符号を用い、その説明を省略する。   Next, a fuel gas supply system according to a second embodiment of the present invention will be described with reference to FIGS. 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.

第２実施形態の燃料ガス供給システム４０は、高圧ガスコンプレッサ１３と、下流ライン１４Ｂの逆止弁１５の間にガス回収ライン４１が接続される。ガス回収ライン４１は、高圧ガスコンプレッサ１３から吐出されるボイルオフガス由来の高圧ガスを、第１燃料ガス供給ライン１４の上流ライン１４Ａに連結された熱交換器４２を通して液化する。そして液化された液化ガスは気液分離器４３に貯留される。気液分離器４３に貯留された液化ガス（ＬＮＧ）はポンプ４４もしくは、気液分離器４３の自圧によりタンク１１へと戻される。また、気液分離器４３に存在するボイルオフガスは、連絡ライン４５を介して第１燃料ガス供給ライン１４の上流ライン１４Ａにおける熱交換器４２の上流側へ戻される。   In the fuel gas supply system 40 of the second embodiment, 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. In addition, 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.

以上のように、第２実施形態によれば、第１実施形態と同様の効果が得られるとともに、液化ガス積載運航時の低速運転領域において、余剰ボイルオフガスをより有効に処理することができる。そして第２実施形態では、高圧ガスコンプレッサで圧縮されたガスを、熱交換器を介して液化するので、より効率的に再液化処理を行うことができる。   As described above, according to the second embodiment, the same effects as in 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. In the second embodiment, 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.

また、第２実施形態ではガス回収システムがあることで、ボイルオフガスの単位時間当たりの発生量が実質的に低下する。すなわち図４において、ガス回収システム起動前のボイルオフガスの単位時間当たりの発生量が直線Ｌ１であったとすると、ガス回収システムの起動後には発生量が直線Ｌ２へと下がり、曲線Ｓとの交点はＰ１からＰ２へと移動する。そのため、巡航速度を下げて減速運航する場合などに、余剰ボイルオフガスの発生を更に抑えることができる。   In addition, in the second embodiment, since the gas recovery system is provided, 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 | occurrence | production of surplus boil-off gas can be further suppressed, when reducing cruise speed and carrying out the deceleration operation.

なお、主機関はガス専燃の低速ディーゼル機関であってもよいが、オイル燃料との２元燃料焚き低速ディーゼル機関であってもよく、その場合には例えば高速運転領域においてオイルを追加燃料として利用してもよい。   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.

１０ 燃料ガス供給システム（第１実施形態）
１１ カーゴタンク
１２ 主機関
１３ 高圧ガスコンプレッサ
１４ 第１燃料ガス供給ライン
１４Ａ 上流ライン
１４Ｂ 下流ライン
２０ ２元燃料焚きボイラ
２３ ２元燃料焚きディーゼル発電機関
２６ 第２燃料ガス供給ライン
２７ ポンプ
２８ サクションドラム
２９ 高圧液ポンプ
３０ ガスヒータ
４０ 燃料ガス供給システム（第２実施形態）
４１ ガス回収ライン
４２ 熱交換器
４３ 気液分離器
４４ ポンプ
10. 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

Claims (5)

主機関として用いられるガス焚き可能な低速ディーゼル機関と、
液化ガスを貯蔵するタンクと、
前記タンク内で発生するボイルオフガスを圧縮する高圧ガスコンプレッサと、
前記タンク内の液化ガスを加圧する高圧液ポンプと、
前記高圧ガスコンプレッサを通して前記タンクから前記低速ディーゼル機関へ燃料ガスを供給する第１燃料ガス供給ラインと、
前記高圧液ポンプを通して前記タンクから前記低速ディーゼル機関へ燃料ガスを供給する第２燃料ガス供給ラインとを備え、
液化ガス積載時の運航において、前記低速ディーゼル機関の燃料消費量がボイルオフガス発生量以下のとき、および液化ガス空荷時の運航において、スプレー作業を行うときには、前記第１燃料ガス供給ラインのみを通して燃料ガスを前記低速ディーゼル機関へ供給し、液化ガス空荷時の運航において、スプレー作業を行わないときには、前記第２燃料ガス供給ラインのみを通して燃料ガスを前記低速ディーゼル機関へ供給する
ことを特徴とする液化ガス運搬船用燃料ガス供給システム。 A gas-fired low-speed diesel engine used as the main engine;
A tank for storing liquefied gas;
A high-pressure gas compressor for compressing boil-off gas generated in the tank;
A high-pressure liquid pump for pressurizing the liquefied gas in the tank;
A first fuel gas supply line for supplying fuel gas from the tank to the low-speed diesel engine through the high-pressure gas compressor;
A second fuel gas supply line for supplying fuel gas from the tank to the low-speed diesel engine through the high-pressure liquid pump,
When the fuel consumption of the low-speed diesel engine is less than or equal to the amount of boil-off gas generated during operation when loading liquefied gas, and when spraying during operation when liquefied gas is empty, only through the first fuel gas supply line When fuel gas is supplied to the low-speed diesel engine and the spray operation is not performed during operation when the liquefied gas is empty, the fuel gas is supplied to the low-speed diesel engine only through the second fuel gas supply line. Fuel gas supply system for liquefied gas carrier. 液化ガス積載時の運航において、燃料消費量がボイルオフガス発生量を上回るときには前記第１および第２燃料ガス供給ラインを使用して前記低速ディーゼル機関へ燃料ガスを供給することを特徴とする請求項１に記載の液化ガス運搬船用燃料ガス供給システム。   The fuel gas is supplied to the low-speed diesel engine using the first and second fuel gas supply lines when the fuel consumption exceeds the boil-off gas generation amount in the operation when the liquefied gas is loaded. 2. A fuel gas supply system for a liquefied gas carrier according to 1. 前記高圧ガスコンプレッサで圧縮されたガスを再液化して前記タンクへ戻すガス回収ラインと、前記ガス回収ラインと前記第１燃料ガス供給ラインにおける前記タンクと前記高圧ガスコンプレッサとを結ぶ部分との間で熱交換を行う熱交換器とを更に備え、前記ガスの再液化が、前記熱交換器を通して行われることを特徴とする請求項１または請求項２に記載の液化ガス運搬船用燃料ガス供給システム。   A gas recovery line for re-liquefying the gas compressed by the high-pressure gas compressor and returning it to the tank, and a portion connecting the tank and the high-pressure gas compressor in the gas recovery line and the first fuel gas supply line The fuel gas supply system for a liquefied gas carrier ship according to claim 1, further comprising: a heat exchanger that performs heat exchange at a point where the gas is reliquefied through the heat exchanger. . 前記ガス回収ラインの前記熱交換器と前記タンクとの間に存在するボイルオフガスを前記第１燃料ガス供給ラインの前記熱交換器よりも上流側に戻す連絡ラインを更に備えることを特徴とする請求項３に記載の液化ガス運搬船用燃料ガス供給システム。   A communication line for returning 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 is further provided. Item 4. The fuel gas supply system for a liquefied gas carrier according to Item 3. 請求項１〜４の何れか一項に記載の液化ガス運搬船用燃料ガス供給システムを備えたことを特徴とする液化ガス運搬船。   A liquefied gas carrier ship comprising the fuel gas supply system for a liquefied gas carrier ship according to any one of claims 1 to 4.
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