Feed of fuel gas to compressed natural gas tanker power plants

FIELD: transport.

SUBSTANCE: invention relates to feed of fuel gas to power plants of tankers that carry compressed natural gas and use it as the main power carrier. This process consists in continuous use of, first of all, gas generated in cargo gas tanks as the main power carrier for tanker engines. Excess gas is compressed by compressor at low motion speeds and at stops. Said compressed gas is accumulated in high-pressure vessels (200 bar and higher) and its application when gas consumption exceeds its generation in cargo tanks.

EFFECT: higher efficiency of operation of said tankers.

7 cl, 1 dwg

 

Area of technology

The invention relates to shipbuilding and Maritime transport, in particular to tankers of liquefied natural gas (LNG), using as the main energy carrier transported in liquefied natural gas, and more particularly to systems providing gas marine fuel to customers through the effective use primarily constantly generated gas in cargo tanks due to the natural evaporation of LNG.

The level of technology

LNG is mostly methane (CH4), liquefied at a temperature of 162°C and atmospheric pressure, with the volume ratio of liquid phase to gaseous approximately 1:600, and the specific gravity of the liquid phase between 0.43 and 0.50 t/m3. The LNG tanker is a vessel for transport by water from production locations to ports of finding consumers. Currently, increasingly, major power plants LNG carriers are equipped with several dual-fuel diesel generators that can run both on natural gas and oil fuels: diesel (MDO) and fuel oil (NFO). With increased environmental requirements of many countries on the content of harmful emissions in exhaust gases of ships has led to the need to use as a primary fuel natural gas, as most of the ecological�periodically clean. The configuration of the main power plant of several dual-fuel diesel generators allows you to use each of them any of these fuels, and switch from one to another if necessary.

Structurally modern LNG carriers have several independent spherical or prismatic cargo tanks and membrane type. All kinds of cargo tanks have powerful thermal protection that does not, however, completely prevents heating of the walls of the tanks from the external environment and the temperature rise of the transported LNG, which, in turn, causes the boiling of LNG and transition with a certain intensity from the liquid to gaseous phase.

Resulting from this process, the gas is called evaporation (boil-off). The pressure of the evaporated gas is growing under the dome cargo tanks, which ultimately leads to the necessity of its removal to prevent emergency situations. The intensity of generation of gas in cargo tanks of membrane type may lie in the range of up to 0.15% of the tanks capacity per day when following the LNG tanker cargo and 0.1% when travelling in ballast. During loading, the intensity of gas generation may briefly be increased by 1.5-2 times. So for LNG tanker with capacity of 200 thousand m3during the day, standing in the loaded condition �can turn into a gaseous state up to 300 m 3LNG, which corresponds 180000 m3gas, while domestic gas consumption in the mode of standing may be about 10% of this amount.

The power and speed of the LNG tanker, in which the consumption of natural gas power plants of the vessel is equal to the intensity of its generation in cargo tanks, are called equivalent. Modern heavy-duty LNG tankers with a capacity of up to 200 thousand m3and more designed for an operating speed of delivery from 19 to 21 knots, while the equivalent rate in the load is at the level of 17-18 knots, from which it follows that, as a rule, in normal mode of movement of LNG tankers consume more gas than it generated in cargo tanks in a natural way. Shortfall quantity of gas is compensated by the regasification of LNG, i.e. to force your pick up of cargo tanks required number of LNG from liquid to gas in a specialized shipboard regasification installation. In another embodiment, the shortage of fuel resources can be recovered by switching one or more diesel generators propulsion plant machinery for petroleum fuel. If based on the selected operating speed below are equivalent, then there is a constant excess of generated gas in cargo tanks on� consumed power plants of the vessel. This excess largely increases during deceleration of the ship, and standing.

In case of involuntary movement of LNG carriers on routes where the requirements for speed limited below the established procedures are equivalent, for example in the Straits, canals, port and Harbor areas, including expectations at full stop, the cargo tanks continues with almost the same intensity of natural gas generation, which should be removed from there always in any case and that a significant proportion becomes redundant, as the main consumer of energy is the propulsion system of a vessel.

There are two main ways of solving this problem, namely that excessive evaporation gas generated due to the excess of its generation in cargo tanks on gas propulsion ship, or simply scrapped (vented to the atmosphere, flared, used to heat steam which is vented to the atmosphere, and other appropriate means), or re-liquefied at specialized marine installations, re-liquefaction and returned in liquid form to the cargo tanks. The option of re-liquefaction of excess gas can be seen in the patent RU 2481234 "Device and method DL� processing boil-off gas in the LNG tanker with electric propeller installation and with the function of re-liquefaction" (selected as the analogue of the invention). Of these disposal methods is also used always as technically necessary, i.e. when the intensity of gas generation in cargo tanks for some reason it becomes totally above setup performance re-liquefaction of gas and consumption of marine power plants. Way of recycling the gas release into the atmosphere is an emergency and requires the fulfilment of special requirements on the safety performance of the operation.

The choice of the appropriate method largely depends on the operational speed of the vessel and scheduled traffic slowdowns and stops on the route and is a separate technical and economic task. So, if the operational speed of the vessel below the equivalent surplus is constantly generated in the cargo tank of gas will take place during the round voyage time, with significant possible increase to 100% of generation during deceleration and standing. In this case, can be an effective way of re-liquefaction of the generated gas in the tank and return it in the form of LNG to the cargo tanks. The disadvantages of this method include the high cost of ship installations re-liquefaction of gas, their technological complexity and high energy consumption. If the operational speed of the vessel above �quivalente, most of the round voyage time when it is of substantial duration (e.g., 20 or more days), and the moving speed is below or equivalent standing of a vessel is short-lived, for example, during the passage of the Suez canal, and port and Harbor areas of loading and unloading, the excess is constantly generated in the cargo tank of gas also is short-lived, but can be up to 100% of normal generation and above. In this case, can be applied the method of disposal of all excess evaporation gas. When using the method of disposal is destruction rather valuable and expensive energy source - natural gas.

In turn, the object of the invention is the provision of efficient energy use in the installation of the vessel the gas is constantly generated in the cargo tanks of the LNG tanker, through the use of other than existing method of managing the system to ensure gas marine fuel consumers and, above all, effective and full use for these purposes is constantly generated gas in cargo tanks due to the natural evaporation of LNG. That is, the present invention reduces the consumption of LNG used as fuel LNG carriers.

Disclosure of the invention

Provide during account creation�th above technical result is achieved by using a method of providing gas fuel power plants LNG tankers, providing for the selection of evaporating gas from the cargo tanks into the trunk of his submission of the ship to consumers with flow control and diversion of its flow from the highway. Unlike analog simultaneously control at least the natural generation of evaporation gas, and the gas consumption of marine consumers. Based on the results of the specified control, control the flow of evaporating gas in the pipeline, including between the highway and the high pressure tanks, storage evaporation gas. In the diagnosis of growth natural generation of evaporation gas and/or reduced consumption of marine consumers, the evaporation gas is taken from the trunk of his submission of the ship to consumers in these high pressure tanks. When diagnosing reduction in the natural generation of evaporation gas and/or increase consumption of marine consumers, the evaporation gas of the selected pressure vessels for reverse recoil in the trunk of his submission of the ship to consumers. When diagnosing reduction in the natural generation of evaporation gas and/or growth in its consumption of marine consumers, in excess of the selection of gas from the cargo tanks and pressure tanks to the inlet of the evaporation gas of the ship to consumers, it injected gas, the last ship regasification at�the climate.

When diagnosing significant growth in natural generation of evaporation gas while the impossibility of use of marine consumers and adoption in pressure vessels perform recycling the discharge gas. When diagnosing the pressure drop in the cargo tank below atmospheric inlet evaporator marine gas to consumers are used for cargo tank pumping gas from pressurized tanks and/or from shipboard regasification installation. These pressurized tanks emptied by pumping compressed gas to shore.

Brief description of the drawings

A schematic diagram of a control gas flows of the fuel system of a tanker LNG as an option for implementing the proposed method is shown in the accompanying drawings.

The implementation of the invention

The term "cargo tank" as used in the invention, it is necessary to understand all the cargo tanks of the LNG tanker, dome space which are connected by a single pipeline system, which are connected respectively to the input of the compressor low pressure (CM HG). To maintain in the dome space of the cargo tanks of pressure in the range of about 107÷130 kPa generated gas in the tanks is pumped continuously from their dome space km OD and is supplied via a valve 4 �ri the required pressure (4÷7 bar) to the main highway M1 ensure gas marine fuel consumers. If control devices are diagnosed that are constantly generated in cargo tanks the gas arriving after km ND in the main M1 motorway providing gas marine fuel consumers, they are not consumed in full, the excess gas is sent via line M2 through the valve 5 to the high pressure compressor (km VD), which squeezes the excess gas to a pressure of approximately 250 bar or above and through the valve 2 injects compressed gas in pressurized tanks. Tanks high division, for example, interconnected in series, as shown in the drawing, but may be connected in any other way. If the gas consumption of marine consumers exceeds its constant generation in cargo tanks, to compensate for the missing quantity of gas is primarily used pumped into the tanks of high pressure compressed gas which via the valve 6 after the reduction of the reducing valve to the preset nominal pressure in the line M1 is discharged from the pressurized tanks and is served by the highway M3 in the main M1 motorway providing gas marine fuel consumers.

If the gas consumption of marine consumers exceeds the total of its constant generation in cargo tanks and the flow from the high pressure tanks�Oia, then to compensate for the missing quantity of gas from the cargo tanks is pumped by LNG pump (typically, a submersible pump) required quantity of LNG that is served in a shipboard regasification installation, and after regasification of the gas through the valve 7 is additionally supplied through the gas line M4 in the main M1 motorway providing gas marine fuel consumers at the required pressure and temperature. In this mode you can supply parts diesel generators ship with fuel oil. If there are conditions, when the natural constant generation of gas in cargo tanks exceeds its consumption of marine power plants when fully filled with compressed gas pressure vessels or missing the opportunity for technical or other reasons to take into pressurized tanks excess gas, excess gas from the M1 highway via a valve 8 on the highway M5 is sent for recycling, which should be carried out using suitable devices and methods in accordance with the conditions of safety and environmental acceptability. In the process of standing of the LNG tanker at loading or unloading terminals connected with the exhaust gas line M11 corresponding to the reception of the gas pipeline terminal excess gas from the M1 motorway. when you open� the valve 10 on the highway M8 and then M11 is pumped to the terminal for later use. In exceptional (emergency) cases, excessive gas can be released through the valve 1 (controlled, including, in manual mode) directly from the dome space of the cargo tanks on the mast in the atmosphere with respect to special security measures.

If in the process of unloading LNG and other cases in cargo tanks is formed, the gas shortage, which can lead to a drop in pressure below atmospheric tanks, contact tanks of air and the formation of an explosive mixture of gas with air or oxygen, to maintain the tanks in excess of the set value of the gas pressure can be used the gas supplied to the cargo tanks at a closed valve 4 and the compressor is switched off km ND through the valve 3 on the M6 motorway from the main road M1, which in this case, the gas will be supplied either through the valve 6 and the gear on the highway M3 from pressurized tanks, if there is a compressed gas, or after regasification of LNG through the valve 7 on the highway M4. If by the time the loading or unloading pressurized tanks filled with compressed gas; after connection of ship exhaust gas line M11 with a corresponding reception of the gas line in terminal tanks with open valve 9 on the highway M7 and further M11 can be released from the compressed gas way� pumping it ashore (if necessary with pressure reduction applied to the terminal) for later use.

The above-described flow control of fuel gas systems LNG tanker is normally in the automatic mode on the basis of indications of instrumentation, which are based on pressure sensors for measuring pressure in virtually all gas pipelines and vessels, temperature sensors, gas flow control gas mixture and others. Continuously supplied to the control center, the results of measurement of parameters processed by automatic control systems, analyzes the computational complex, resulting in the issued control signals to actuators and devices: compressors, pumps, valves, motors, throttles and other actuators, devices and systems of the LNG tanker.

Thus, a method of providing gas fuel power plants LNG carriers, providing the rational supply of ship power plants at all stages and modes of flight. Further the proposed approach to the way fuel power plants can be used to solve engineering problems in various sectors of transport, energy, industry. The above-described invention allows experts to make and use what is considered currently the best specialists�Mut and appreciate the existence of variations, combinations, and equivalents of the specific embodiments of the method and examples described above. The invention should therefore not be limited to only the above embodiments, methods and examples, and all embodiments and methods within the scope and spirit of the invention.

1. Method of providing fuel-gas power plants tankers of liquefied natural gas, providing for the selection generated in cargo tanks evaporation of gas from the cargo tanks into the trunk of his submission of the ship to consumers and diverting a portion of its flow from the said line, characterized in that
controlled, at least the generation of evaporation gas in cargo tanks and marine gas consumption by consumers,
according to the results of the specified control control the flow of evaporating gas in the pipeline, including between the highway and the high pressure tanks, storage evaporation gas in a compressed form.

2. A method according to claim 1, characterized in that in the diagnosis of growth the generation of evaporation gas and/or reducing its consumption of marine consumers excessive evaporation gas taken from the trunk of his submission of the ship to consumers in these high pressure tanks.

3. A method according to claim 1, characterized in that in the diagnosis of reduction in the natural generation of evaporation gas and/or increase its exp�Yes ship consumers evaporation gas of the selected pressure vessels for reverse recoil in the trunk of his submission of the ship to consumers.

4. A method according to claim 3, characterized in that in the diagnosis of reduction in the natural generation of evaporation gas and/or increasing its consumption of marine consumers, exceeding the selection of cargo tanks and pressure tanks to the inlet of the evaporation gas to consumers,
in the evaporator feed line marine gas consumers enter the gas that has passed shipboard regasification installation.

5. A method according to claim 1, characterized in that in the diagnosis of growth the generation of evaporation gas while the impossibility of its full use of the ship by consumers and/or making excessive evaporation gas in pressurized tanks, perform the process of disposing excess evaporation gas or deflate it to the onshore terminal.

6. A method according to claim 1, characterized in that in the diagnosis of the fall of the cargo tank pressure below atmospheric pressure do the fix in the cargo tanks of gas from pressurized tanks and/or from shipboard regasification installation.

7. A method according to claim 1, characterized in that the pressure vessels exempt by pumping compressed gas to the onshore terminal.



 

Same patents:

FIELD: engines and pumps.

SUBSTANCE: inlet pipeline 2 is connected to combustible gas bottle 5. Waste gases are supplied via outlet pipeline 8 through the second tank 13 to water of the first tank 9. Water of tank 9, which is cooled by cooler 10 to 2-10 degrees, dilutes carbon dioxide. Water with carbon dioxide diluted in it is transferred by pump 12 from the first tank 9 via the pipeline to the second tank 13. In tank 13, carbon dioxide is discharged to atmosphere through branch pipe 14. Oxygen, nitrogen and combustible gas leave the water in tank 9 and are transferred with air pump 17 via the first additional pipeline 16 to water of the third tank 18. Nitrogen at the pressure of 10 atm is diluted in water of the third tank 18. Oxygen and combustible gas leave water of the third tank 18 and are supplied via additional outlet pipeline 21 to inlet pipeline 2. Water and nitrogen diluted in it are discharged through additional branch pipe 22 to the fourth tank 24. In tank 24, nitrogen is removed from water and vented to atmosphere through branch pipe 29.

EFFECT: feed system of an engine of a power unit will allow generating electric energy at lower costs, thus ensuring safety of an operating personnel.

2 dwg

FIELD: engines and pumps.

SUBSTANCE: invention can be used in fuel systems with injection of LOG for mechanical carriers. Pump arranged inside LOG tank comprises flange (1) with opening for pump dismantling, container (7) to house said pump, sealed and integrated with flange (1). Opening on fuel tank inner side, at the base of container (7), has union (17) to secured LOG inlet pipe. It comprises LOG pump proper, cover for tight closure of container (7) with said pump, fastener to secure said cover to flange outer wall in opening (6), fuel suction pipe (9) to transfer LOG from tank (18) and inlet fuel pipe (8) to transfer LOG from suction pipe (9) to container (7). Device (10) to activate and deactivate LOG flow feed from fuel suction pipe (9) via fuel inlet pipe (8) to container (7) with pump that can be operated from tank outer side. Pipe feeding fuel to the engine extends through the pump sealed cover. Container (7), cover and pipe section (8) are arranged behind the device (10) to activate and deactivate LOG flow feed and allow draining the residual LOG after closure of said device (10). It incorporates electronic feed valve, feed pipe to feed fuel to LOG tank (18) and return pipe to feed LOG in tank (18).

EFFECT: dismantling without draining of fuel.

7 cl, 5 dwg

FIELD: engines and pumps.

SUBSTANCE: invention can be used in internal combustion engines. Gas-piston electrical generator consists of engine 11 with low gas concentration lower than 30%, electrical generator 12, fine water dust feed system 1, water evaporator cooler 2, electric fly gate 3, pressure control valve 4, mixer 5, temperature controller 6, heat load transducer switch 7, gas engine combustion chamber 8, air filter 9 and speed control valve 10. Said fine water dust feed system 1 is connected with water evaporator cooler 2 via electric fly gate 3 and engine 11. Said pressure control valve 4, mixer 5, temperature controller 6, heat load transducer switch 7, gas engine combustion chamber 8, air filter are connected with engine 11. Temperature controller 6 is electrically connected with mixer 5 and heat load transducer switch 7. Electrical generator 12 is connected with engine 11.

EFFECT: complete application of coal gas, decreased emission of greenhouse gases.

8 cl, 9 dwg

FIELD: engines and pumps.

SUBSTANCE: control system can be used for control over gas engine incorporated with motor generator and co-generators for application of gas or mix of gases of various calorific capacity. Proposed system comprises electronic control unit and thermocouple connected therewith and arranged in exhaust manifold, crankshaft rpm, detonation and air flow rate transducers, camshaft angular position transducers and gas pressure and temperature transducers. Additionally, this system comprises bypass solenoid valve arranged at two-stage low-pressure reducer first stage connected on one side via said bypass solenoid valve with said first stage and, on the other side, via three-way control valve with gas main line. Relative calorific capacity of gas is defined by off-gas temperature and working gas pressure corrected to use the increased gas pressure from first stage for operation of gas engine at increased gas feed.

EFFECT: higher control efficiency.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to pump for transfer of, for example, cryogenic hydrogen from vessel into tank kept at higher pressure. It includes the cylinder accommodating reciprocating piston. Note here that the volume of cylinder low-temperature chamber decreases when said piston reciprocates in the first direction. Hence, the volume of high-temperature cylinder chamber, opposite the first one, increases. Besides, said pump comprises fluid inlet channel terminating at low-temperature chamber and communicated with tank, fluid discharge chamber running from high-temperature cylinder chamber communicated with vessel, and fluid connection pipeline communicating said both chambers. Note here that at least one heater is arranged to heat fluid flowing during said first reciprocation from low-temperature chamber to high-temperature chamber to up the pressure in the latter exceeding that in the vessel.

EFFECT: increased MTBR.

1 dwg, 12 cl

FIELD: engines and pumps.

SUBSTANCE: proposed control system comprises ignition system with N-channel distributor wherein N is the number of cylinders, liquid fuel feed system (LFFS) and gas fuel feed system (GFFS). Fuel changeover is performed by fuel changeover switch. LFFS is composed of carb feed system with first idling economiser and electronic control. GFFS comprises gas cylinder with feed control valve, differential gas control valve and N-fast-action solenoid valves. Control is performed by integral microprocessor control unit. Said control system comprises has temperature gage, absolute pressure gage, waste gas composition transducer, coolant temperature transducer and spark formation moment gage. Control system forms optimum composition of fuel-air mix and advance angle at all ICE operating conditions at using both liquid and gas fuels.

EFFECT: higher operating efficiency.

2 dwg

FIELD: engines and pumps.

SUBSTANCE: injector to feed fuel into automotive ICE cylinder comprises case with coil supply connector, coil, core and seat with at least two through holes, thrust arranged in the core for adjustable displacement along core axis, and armature with at least one gas duct arranged between core and seat to displace from extreme closed position to extreme open position and to be spring-loaded to seat by spring arranged in thrust lengthwise channel. Paramagnetic insert is fitted in core bore, its end surface extending above core end surface. Armature in extreme open position thrusts against paramagnetic insert end surface while thrust outer surface extending above paramagnetic insert end surface makes an armature guide.

EFFECT: higher working pressure, decreased injector physical size, lower current consumption, normal operation at low onboard circuit voltage.

16 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: set of valves of gas nozzles for gas injection in an internal combustion engine, in which one valve of a gas nozzle has an outer heating element, and one other valve of a gas nozzle does not have an outer heating element. The method to control operation of valves of gas nozzles of the internal combustion engine operating on gaseous and liquid fuels, in which with the help of the outer heating element one valve of the gas nozzle is heated, which is connected to a gas distributor and provides for gas injection into the internal combustion engine. With the stop valve closed between the gas cylinder and the gas distributor and during engine operation on liquid fuel, the heated valve of the gas nozzle is opened for gas injection from the gas distributor into the internal combustion engine, until pressure in the gas distributor is not below the specified value, afterwards leaving the stop valve still closed, valves of gas nozzles are opened, until valve temperature does not reach the specified value. The device to control operation of the fuel supply injector system comprises facilities to detect the starting situation of the internal combustion engine, to close the stop valve of the gaseous fuel injection system and to start the internal combustion engine on liquid fuel with subsequent control of operation of gas nozzle valves according to the method of the claim 2 while the stop valve is retained in the closed condition.

EFFECT: improved operational characteristics.

7 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises the following components: switching electronic control unit, fuel tank, fuel feed means, standard high-pressure pump 7 at transport facility, tank for liquefied natural gas/ammonia and liquefied natural gas/ammonia feed means, extra radiator 10 with cooling fan, standard high-pressure fuel system 17 at transport facility and adapter 19 connected to high-pressure pump 7. Pump 7 serves to circulate and return liquefied natural gas/ammonia into tank. Said system comprises also a standard electronic control unit 20 at transport facility and hydraulic control valve assembly with solenoids 21 and/or check valves integrating ducts for circulation and return of liquefied natural gas/ammonia into tank. Control conditions, sequence of steps and time intervals of hydraulic control valve assembly solenoids 21 are preset in compliance with the conditions of engine running on liquefied natural gas/ammonia or on gasoline/diesel fuel selected by driver.

EFFECT: better starting, improved switching over from one fuel to another.

20 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: system includes connection socket devices which are made on one and the other of the above tubular sections with possibility of coaxial engagement with each other, gas-proof sealing device located between tubular sections; axial fixing device located between connection socket devices in order to retain one of the tubular sections relative to the other tubular section in direction of mutual axial connection. System also includes removable locking devices located between sections for rigid attachment of tubular sections to each other in the pre-selected relative position. Devices for attaching the sections in relative orientation are independent of axial fixing device.

EFFECT: invention provides gas-proof sealing in the state when tubular sections are freely oriented relative to each other without any effect of locking devices.

8 cl, 7 dwg

FIELD: power engineering.

SUBSTANCE: heat exchange complex of a steam turbine plant comprises a system of main condenser cooling, which comprises the following components serially connected with a cooling pipeline: an ice box, a circulating pump, the main condenser and a drain box, and also a condensate system comprising the main condenser, a condensate pump, a low-pressure feedwater heater and a deaerator, serially connected with a condensate pipeline, besides, the main condenser cooling system is arranged as closed and is equipped with an off-board heat exchanger installed in the ice box. Also the main condenser cooling system comprises a closed circuit of secondary coolant, which is equipped with a low-pressure feedwater heater of the condensate system.

EFFECT: invention makes it possible to increase energy efficiency of a vessel.

4 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to device for feeding fuel in power plant of a ship carrying liquefied gas from ship liquefied gas tank. Ship comprises at least one liquefied gas tank 2 and onboard power plant, and device to feed fuel into said power plant. Proposed device comprises pump 20, vessel 23, injector 12 and fluid line. Said pump is mounted on vessel bottom. Container is arranged in vessel around the pump to support immersed pump. Aforesaid fluid ejector is arranged inside said vessel to suck off liquefied gas from its bottom. Fluid line (21, 22, 24, 250) communicates pump outlet with injector inlet on one side and, on the other side, it communicates injector outlet with vessel.

EFFECT: reduced risks of pump outage or damage.

10 cl, 3 dwg

The invention relates to shipbuilding, in particular to the fuel systems of submarines

The invention relates to shipboard systems submarine, in particular to the fuel system

The invention relates to shipbuilding and can be used to create the cooling systems of power plants vessels operating in conditions of high contamination of seawater various inclusions, for example, debris, algae, silt, and ships sailing in ice conditions in the presence of a large number of ice chips, such as nuclear or diesel-electric icebreakers

The invention relates to shipbuilding, in particular, to systems of two seals installed concentric to each other coaxially with the propeller shaft

The invention relates to shipbuilding, in particular to the structures of the fuel systems marine steam boilers

FIELD: transport.

SUBSTANCE: invention relates to device for feeding fuel in power plant of a ship carrying liquefied gas from ship liquefied gas tank. Ship comprises at least one liquefied gas tank 2 and onboard power plant, and device to feed fuel into said power plant. Proposed device comprises pump 20, vessel 23, injector 12 and fluid line. Said pump is mounted on vessel bottom. Container is arranged in vessel around the pump to support immersed pump. Aforesaid fluid ejector is arranged inside said vessel to suck off liquefied gas from its bottom. Fluid line (21, 22, 24, 250) communicates pump outlet with injector inlet on one side and, on the other side, it communicates injector outlet with vessel.

EFFECT: reduced risks of pump outage or damage.

10 cl, 3 dwg

FIELD: power engineering.

SUBSTANCE: heat exchange complex of a steam turbine plant comprises a system of main condenser cooling, which comprises the following components serially connected with a cooling pipeline: an ice box, a circulating pump, the main condenser and a drain box, and also a condensate system comprising the main condenser, a condensate pump, a low-pressure feedwater heater and a deaerator, serially connected with a condensate pipeline, besides, the main condenser cooling system is arranged as closed and is equipped with an off-board heat exchanger installed in the ice box. Also the main condenser cooling system comprises a closed circuit of secondary coolant, which is equipped with a low-pressure feedwater heater of the condensate system.

EFFECT: invention makes it possible to increase energy efficiency of a vessel.

4 cl, 1 dwg

Up!