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WO2015040267A1 - Système de stockage de carburant et unité de vanne de gaz intégrée - Google Patents

Système de stockage de carburant et unité de vanne de gaz intégrée Download PDF

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Publication number
WO2015040267A1
WO2015040267A1 PCT/FI2013/050909 FI2013050909W WO2015040267A1 WO 2015040267 A1 WO2015040267 A1 WO 2015040267A1 FI 2013050909 W FI2013050909 W FI 2013050909W WO 2015040267 A1 WO2015040267 A1 WO 2015040267A1
Authority
WO
WIPO (PCT)
Prior art keywords
gas
engine
fuel
fuel input
input subsystem
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/FI2013/050909
Other languages
English (en)
Inventor
Sören KARLSSON
Mathias Jansson
Martin RÅHOLM
Tomas HÖGNABBA
Rune PETTERTEIG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
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 Wartsila Finland Oy filed Critical Wartsila Finland Oy
Priority to PCT/FI2013/050909 priority Critical patent/WO2015040267A1/fr
Publication of WO2015040267A1 publication Critical patent/WO2015040267A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
    • 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
    • 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
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • 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
    • F02M21/0293—Safety devices; Fail-safe measures
    • 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
    • F02M21/06—Apparatus for de-liquefying, e.g. by heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with 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
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0242—Shut-off valves; Check valves; Safety valves; Pressure relief valves
    • 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 invention is in general related to the field of using gaseous fuel in one or more engines of a sea-going vessel.
  • the invention is related to the architecture of the system that is used to store the gaseous fuel and to deliver it to the engine or engines.
  • Natural gas or in general mixtures of hydrocarbons that are volatile enough to make the mixture appear in gaseous form in room temperature, constitutes an advantageous alternative to fuel oil as the fuel of internal combustion engines.
  • the natural gas is typically stored onboard in liquid form, giving rise to the commonly used acronym LNG (Liquefied Natural Gas).
  • LNG Liquefied Natural Gas
  • Natural gas can be kept in liquid form by maintaining its temperature below a boiling point, which is approximately -162 degrees centigrade (-260 degrees Fahrenheit).
  • Natural gas can be also stored for use as fuel by keeping it compressed to a sufficiently high pressure, in which case the acronym CNG (Compressed Natural Gas) is used.
  • CNG Compressed Natural Gas
  • Fig. 1 illustrates schematically the architecture of a known system onboard an LNG-fuelled vessel.
  • An LNG bunkering station 101 is located on the deck and used to fill up the system with LNG.
  • the LNG fuel storage system 1 1 1 comprises one or more thermally insulated tanks 1 12 for storing the LNG in liquid form, and the so-called tank room 1 13 where the LNG is controllably evaporated and its distribution to the engine(s) is arranged.
  • Evaporation means a phase change from liquid to gaseous phase, for which reason all subsequent stages should leave the L for liquefied out of the acronym and use only NG (Natural Gas) instead.
  • the engine or engines of the vessel are located in an engine room 121 .
  • the exemplary embodiment of fig. 1 shows three engines 122, 123, and 124.
  • Each engine has its respective engine-specific fuel input subsystem 125, 126, or 127, which in the case of gaseous fuel is in some sources referred to as the GVU (Gas Valve Unit).
  • GVU Gas Valve Unit
  • Monitoring and control of the storage and distribution of fuel and of the delivery of fuel to the engine(s) can take place at many locations; fig. 1 shows an engine control room 131 and the bridge 141 as exam- pies.
  • the multiple branches of connections to and from monitoring and control illustrate schematically that these connections reach to all appropriate parts of the system.
  • Fig. 2 is a more detailed schematic illustration of some parts of fig. 1 .
  • the bunkering station 101 is at the top of the drawing, and the tank 1 12 and tank room 1 13 in the middle.
  • an engine room 212 that houses at least one engine 122 and its fuel input subsystem 125.
  • the last- mentioned includes for example a manual shut-off valve, a pressure control valve, a gas filter, and a block and bleed valve arrangement.
  • the tank room 1 13 comprises two evaporators, of which the first evaporator 201 is the so- called PBU (Pressure Build-Up) evaporator used to maintain a sufficient pressure inside the tank 1 12.
  • PBU Pressure Build-Up
  • Hydrostatic pressure at the inlet of a main supply line 202 inside the tank 1 12 is the driving force that makes the LNG flow into the second evaporator 203, which is the MGE or Main Gas Evaporator from which the fuel is distributed in gaseous form towards the engines.
  • a mixture of glycol and water is used to transfer heat from an external source (not shown) to the evaporators.
  • a mixture of air and gaseous fuel is hazardous at least at certain concentrations of gas, for which reason the classification standards of LNG-fuelled vessels define a number of safety precautions concerning the structure of the fuel storage and delivery system.
  • Gaseous fuel must flow in double-walled pipelines, of which pipeline 204 is an example in fig. 2.
  • the thicker line in the middle represents the actual gas pipe 205.
  • the outer shell 206 must constitute a part of a continuous sheath from the point where gas leaves the tank 1 12 to the point where it enters the engine 122. This sheath defines the boundary of the so-called zone 1 , to which very strict safety regulations apply.
  • the walls 207 of the tank room 1 13 are also part of said continuous sheath.
  • FIG. 2 shows schematically how the structure must allow continuous ventilation of zone 1 , and how the gas pipe 205 can be purged with inert gas such as nitrogen.
  • a blower 209 draws air from zone 1 and blows it to a safe zone, typically into free air far enough from exhaust pipes and other possible sources of hazard.
  • a gas mast 210 allows ventilation air to be drawn inside the outer shell 206 at the engine end, and also allows the mixture of gases to exit the gas pipe during nitrogen purging if an appropriate valve 21 1 is open. Purging the gas pipe 205 with an inert gas is called inerting, and it can be accomplished separately on different sections of the gas pipe by actuating the so-called in- erting valves in an appropriate sequence.
  • a fuel storage and delivery system for a sea-going vessel which fuel storage and delivery system exhibits a high degree of integration.
  • a fuel storage and delivery system that saves assembling time on a shipyard when an LNG-fuelled sea-going vessel is built.
  • a fuel storage and delivery system that enables achieving savings in manufacturing costs.
  • a seagoing vessel that comprises a fuel storage and delivery system of the kind described above.
  • a fuel storage and delivery system for a sea-going vessel is characterized by the features recited in the characterizing part of the independent claim directed to a fuel storage and delivery system.
  • a sea-going vessel according to the invention is characterized by the features recited in the characterizing part of the independent claim directed to a seagoing vessel.
  • the tank room constitutes, by definition, a gastight enclosure, the inside of which belongs to zone 1 in the classification of gas-hazardous zones onboard an NLG-fuelled sea-going vessel.
  • the valves, valve actuators, and other machinery that belong to the engine-specific fuel input subsystems are placed inside the tank room, there is no need to separately enclose them in an outer shell. Manufacturing and material costs are reduced, and the fuel input subsystem can be made more easily accessible.
  • the tank room - or even an integrated LNG fuel storage and distribution system, with tanks and all - can be built and tested separately, and brought to the shipyard as a complete unit, so that there remains only the task of drawing a pipeline to each engine.
  • Fig. 1 illustrates a prior art LNG fuel delivery architecture
  • fig. 2 illustrates an exemplary implementation of a prior art architecture
  • fig. 3 illustrates an LNG fuel delivery architecture according to an embodiment of the invention
  • fig. 4 illustrates an exemplary implementation of an architecture of the kind shown in fig. 3
  • fig. 5 illustrates a sea-going vessel according to an embodiment of the invention.
  • Fig. 3 shows the architecture of an LNG fuel storage and delivery system according to an embodiment of the invention. Parts to which the invention does not necessarily have direct effect are marked with same reference designators as in fig. 1 .
  • the bunkering station 101 can be of a known kind, and the monitoring and control functions that are implemented at the bridge 141 and the control room(s) 131 ) can be the same as before, with the natural exception that since the components and functions to be monitored and controlled are now located slightly differently, the monitoring and control connections must go to and from the appropriate locations onboard the vessel.
  • the tank(s) 1 12 that are used to store the LNG, as well as the LNG-fuelled engines 122, 123, and 124 can be of the same kind as in prior art solutions.
  • An engine-specific fuel input subsystem such as any of the blocks 325, 326, and 327 illustrated in fig. 3, is an entity that is configured to deliver vaporized gas to a respective engine of the sea-going vessel.
  • An engine-specific fuel input subsystem comprises at least one of the following:
  • shut-off valve for shutting off any flow of gas to the engine to which the fuel input subsystem is specific
  • a pressure control valve for controlling a pressure of gas delivered to the engine to which the fuel input subsystem is specific
  • one or more gas venting valves for allowing gaseous substances to flow out of parts of the fuel input subsystem.
  • Fig. 4 illustrates an example of an implementation of the architecture of fig. 3.
  • a tank room 312 In the top half of the drawing a tank room 312 is shown.
  • the tank room 312 constitutes a gastight enclosure, in which there is located at least an evaporator 203 that is used to vaporize liquid gas drawn from a tank (not shown in fig. 4). Connections to and from the gas storage tank are schematically shown on the left, and they can have the same form as in fig. 2.
  • a pressure build-up evaporator 201 is located in the tank room of fig. 4.
  • Two engine-specific fuel input subsystems are located inside the tank room 312. Of these, the engine-specific fuel input subsystem 401 on the left is shown as an example. Between the evaporator 203 and the engine-specific fuel input subsystems a group of components 402 can be perceived to imple- ment an NG distribution function.
  • the group of components 402 comprises a shut-off valve, the pipeline branches to the engine-specific fuel input subsystems, as well as a number of valves that can be used for inerting, gas venting, and leak testing of the gas pipe between the evaporator 203 and the engine-specific fuel input subsystems.
  • an engine-specific fuel input subsystem The main purpose of an engine-specific fuel input subsystem is to ensure that at each moment an appropriate amount of gaseous fuel flows into the respective engine at an appropriate pressure.
  • each of the engine- specific fuel input subsystems of fig. 4 comprises a pressure regulation valve 403.
  • the engine-specific fuel input subsystem must also allow securely shut- ting off any flow of gaseous fuel to the engine, for which purpose it comprises a (preferably manual) shut-off valve 404.
  • the engine-specific fuel input subsystem may comprise a gas filter 405.
  • the location of the engine-specific fuel in- put subsystems together in the tank room 312 also allows using a common gas filter between the evaporator 203 and two or more fuel input subsystems, instead of (or in addition to) separate filters in the fuel input subsystems.
  • the pressure build-up evaporator 201 is operated controllably so that the pressure in the tank exceeds the pressure required by the engine(s) by an amount that suffices to compensate for the pressure losses in the pipelines, filters, and valves through which the fuel must pass, first in liquid form and then in gaseous form, on its way from the tank to the engine inlet.
  • the final reduction of pressure to the exact value that is optimal for the engine takes place in the pressure regulation valve 403 of the engine-specific fuel input subsystem.
  • valves 406 and 407 in the fuel input subsystem constitute a block and bleed valve arrangement.
  • Block and bleed valves are defined in classifica- tion requirements, and they are needed to safely isolate and remove gas from the fuel lines upstream to the engine in case some maintenance or overhaul of the engine is needed.
  • From between the components of the fuel input subsystem there are valve-controlled connections to inerting lines 408 and gas venting lines 409. These allow inerting and venting the main gas pipeline as a whole or in parts according to need.
  • Leak testing can be done by first shutting off all fuel input subsystems, then opening the shut-off valve of one fuel input subsystem at a time, and closing and opening the valves of the gas pipeline through that fuel input subsystem in sequence while monitoring how well pressure is maintained in each sequentially tested segment of the pipeline.
  • a connection to a common ventilation blower 209 may be made from each double-walled pipeline, or there may be dedicated ventilation connections from each double-walled pipeline separately.
  • the response time of an engine to operations made at the fuel input subsys- tern is roughly proportional to the length of the fuel delivery pipeline between the two. With gaseous fuel it is possible to shorten the response time somewhat by increasing the general pressure level at which the gaseous fuel is delivered, but since that pressure level must typically be selected at an optimal value dictated by the engine, there is typically a limit beyond which the pipeline should not be lengthened.
  • the LNG fuel storage and delivery system 31 1 is shown to comprise one or more gas tanks 1 12 for storing liquefied gas fuel.
  • This gas tank or these gas tanks can be integrated into a common mechanical entity with the tank room 312.
  • Such an integrated entity can be assembled and tested separately, and delivered as a packet solution to a shipyard where an LNG-fuelled sea-going vessel is being built.
  • the provision of the whole LNG fuel storage and delivery system 31 1 as an integral entity, together with the engine-specific fuel input subsystems, means that much less time needs to be allocated for assembly at the shipyard than if the LNG fuel storage and deliv- ery system would be built component by component at the shipyard.
  • FIG. 5 illustrates schematically a sea-going vessel 501 , which comprises a fuel storage and delivery system 502 according to an embodiment of the invention.
  • a gas tank which constitutes a part of the fuel storage and delivery system 502, is placed obliquely upright inside the front part of the su- perstructure.

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

Abstract

L'invention porte sur un système de stockage et de distribution de carburant pour un navire marin, lequel système comprend un évaporateur pour vaporiser un gaz liquide ou une vanne de réduction de pression, et un sous-système d'entrée de carburant spécifique au moteur pour délivrer un gaz vaporisé à partir dudit évaporateur ou de ladite vanne de régulation de pression à un moteur dudit navire marin. Une chambre de réservoir constitue une enceinte étanche vis-à-vis des gaz, dans laquelle est disposé ledit évaporateur ou ladite vanne de réduction de pression. Ledit sous-système d'entrée de carburant est également disposé à l'intérieur de ladite chambre de réservoir.
PCT/FI2013/050909 2013-09-20 2013-09-20 Système de stockage de carburant et unité de vanne de gaz intégrée Ceased WO2015040267A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/FI2013/050909 WO2015040267A1 (fr) 2013-09-20 2013-09-20 Système de stockage de carburant et unité de vanne de gaz intégrée

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FI2013/050909 WO2015040267A1 (fr) 2013-09-20 2013-09-20 Système de stockage de carburant et unité de vanne de gaz intégrée

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Cited By (12)

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Publication number Priority date Publication date Assignee Title
EP3098430A1 (fr) * 2015-05-28 2016-11-30 Caterpillar Motoren GmbH & Co. KG Unité de vannes de gaz a double paroi
WO2016192809A1 (fr) * 2015-06-05 2016-12-08 Gva Consultants Ab Module lg et vaisseau marin comprenant un module lg
JP6154980B1 (ja) * 2016-10-25 2017-06-28 今治造船株式会社 ガス配管システムおよびそれを搭載した船舶
US20180223773A1 (en) * 2015-07-30 2018-08-09 Mtu Friedrichshafen Gmbh Power generating assembly, vehicle comprising a power generating assembly, and method for adjusting an inert gas pressure
DE102017215886A1 (de) * 2017-09-08 2019-03-14 Man Diesel & Turbo Se Mehrmotorenanlage
WO2019052624A1 (fr) * 2017-09-12 2019-03-21 Wärtsilä Finland Oy Système d'alimentation en carburant gazeux et soupape
CN110242425A (zh) * 2019-07-26 2019-09-17 中船动力有限公司 双燃料发动机安保系统及控制方法
WO2019185968A1 (fr) * 2018-03-26 2019-10-03 Wärtsilä Finland Oy Disposition de réservoir de carburant dans un navire marin et procédé de commutation entre une atmosphère inerte et de l'air dans un compartiment de raccordement de réservoir d'un réservoir de carburant gnl
WO2020169191A1 (fr) 2019-02-20 2020-08-27 Wärtsilä Finland Oy Système d'alimentation en carburant gazeux
WO2020182308A1 (fr) * 2019-03-14 2020-09-17 Wärtsilä Ship Design Norway As AGENCEMENT DE RÉSERVOIR DE CARBURANT DANS UN VÉHICULE MARIN ET PROCÉDÉ DE <i />DÉTENTE D'HYDROGÈNE À PARTIR D'UN AGENCEMENT DE RÉSERVOIR DE CARBURANT À HYDROGÈNE LIQUIDE
CN116443232A (zh) * 2023-06-12 2023-07-18 浙江浙能迈领环境科技有限公司 一种基于船舶的甲醇燃料供应设备及操作方法
US20250327427A1 (en) * 2024-04-17 2025-10-23 Caterpillar Inc. Systems and methods for venting a pressurized fluid used as a fuel in an engine

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Cited By (24)

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Publication number Priority date Publication date Assignee Title
CN106194504A (zh) * 2015-05-28 2016-12-07 卡特彼勒发动机有限及两合公司 小型气阀单元
CN106194504B (zh) * 2015-05-28 2021-05-04 卡特彼勒发动机有限及两合公司 小型气阀单元
EP3098430A1 (fr) * 2015-05-28 2016-11-30 Caterpillar Motoren GmbH & Co. KG Unité de vannes de gaz a double paroi
NO343737B1 (en) * 2015-06-05 2019-05-27 Gva Consultants Ab LG module and a marine vessel comprising a LG module
WO2016192809A1 (fr) * 2015-06-05 2016-12-08 Gva Consultants Ab Module lg et vaisseau marin comprenant un module lg
NO20172034A1 (en) * 2015-06-05 2017-12-22 Gva Consultants Ab LG module and a marine vessel comprising a LG module
US20180223773A1 (en) * 2015-07-30 2018-08-09 Mtu Friedrichshafen Gmbh Power generating assembly, vehicle comprising a power generating assembly, and method for adjusting an inert gas pressure
JP6154980B1 (ja) * 2016-10-25 2017-06-28 今治造船株式会社 ガス配管システムおよびそれを搭載した船舶
WO2018078720A1 (fr) * 2016-10-25 2018-05-03 今治造船株式会社 Système de tuyauterie de gaz et navire ayant celui-ci installé en son sein
KR20190028314A (ko) * 2017-09-08 2019-03-18 만 에너지 솔루션즈 에스이 복수-엔진 플랜트
DE102017215886A1 (de) * 2017-09-08 2019-03-14 Man Diesel & Turbo Se Mehrmotorenanlage
KR102629283B1 (ko) * 2017-09-08 2024-01-24 만 에너지 솔루션즈 에스이 복수-엔진 플랜트
WO2019052624A1 (fr) * 2017-09-12 2019-03-21 Wärtsilä Finland Oy Système d'alimentation en carburant gazeux et soupape
CN111051674A (zh) * 2017-09-12 2020-04-21 瓦锡兰芬兰有限公司 气体燃料供给系统和阀
JP2020533532A (ja) * 2017-09-12 2020-11-19 ワルトシラ フィンランド オサケユキチュア ガス燃料供給システム及びバルブ
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