Method and arrangement for transferring heat in a gaseous fuel system

Abstract

A fuel storage and distribution system for a gas-fueled sea-going vessel includes a thermally insulated gas tank for storing liquefied gas fuel. A local heat transfer circuit is configured to extract heat from an external heat source circuit. As a part of said local heat transfer circuit a heating arrangement is configured to heat gas fuel for increasing pressure inside the gas tank. As a part of said local heat transfer circuit is a main gas evaporator for evaporating liquefied gas fuel drawn from the gas tank for delivery to an engine of the sea-going vessel.

Claims

1. A fuel storage and distribution system for a gas-fueled sea-going vessel, comprising: a thermally insulated gas tank for storing liquefied gas fuel and a tank room, an external heat source circuit comprising at least one of the following: a part of an engine cooling circuit reaching into said tank room, a part of a steam generation circuit reaching into said tank room, or a part of a thermal oil circuit reaching into said tank room, wherein the fuel storage and distribution system further comprises: a local heat transfer circuit in the tank room, which local heat transfer circuit comprises a local heat transfer re-boiler, and a local heat transfer condenser in fluid connection with said local heat transfer re-boiler, configured to extract heat from an external heat source circuit, which external heat source circuit constitutes a hot element within local heat transfer re-boiler, which hot element is a part that during use donates heat to a transfer medium of said local heat transfer circuit, causing it to evaporate within said local heat transfer re-boiler, which local heat transfer condenser extends at least partly into said gas tank, the tank room constitutes a gastight space enclosing tank connections and valves associated with them, and the local heat transfer circuit is configured to extract heat from said external heat source circuit inside said tank room, as a part of said local heat transfer circuit a heating arrangement configured to heat liquefied gas fuel, which is stored in said gas tank, for increasing pressure inside said gas tank indirectly through a pressure build-up heat transfer circuit that constitutes a closed loop that allows fluid heating medium to circulate between the tank room and the gas tank, wherein a part of said pressure build-up heat transfer circuit constitutes a cold element, which is a part that during use receives heat from the transfer medium causing it to condense, within said local heat transfer condenser, or directly by making heated, fluid transfer medium of said local heat transfer circuit donate heat to said liquefied gas fuel, and as a part of said local heat transfer circuit a main gas evaporator for evaporating liquefied gas fuel drawn from said gas tank for delivery to an engine of the sea-going vessel.

2. The fuel storage and distribution system according to claim 1, wherein: a part of said main gas evaporator constitutes a cold element within the same local heat transfer condenser as said part of the pressure build-up heat transfer circuit.

3. The fuel storage and distribution system according to claim 1, wherein said local heat transfer condenser comprises: a condenser chamber and a forward path for evaporated transfer medium from said local heat transfer re-boiler to said condenser chamber, and an external condenser element and a forward path for evaporated transfer medium from said condenser chamber to said external condenser element; wherein said external condenser element is comprised in a loop extending into said gas tank.

4. The fuel storage and distribution system according to claim 3, comprising: a cold element, which is a part that during use receives heat from the transfer medium causing it to condense, within said condenser chamber, a first return path for transfer medium from said loop to said cold element, and a second return path for transfer medium from said cold element to said local heat transfer re-boiler.

5. The fuel storage and distribution system according to claim 1, wherein a part of said main gas evaporator constitutes a cold element within the local heat transfer condenser.

6. The fuel storage and distribution system according to claim 1, wherein the fuel storage and distribution system comprises a pressure build-up loop with a pressure build-up evaporator, for drawing liquefied gas fuel from said gas tank to said pressure build-up evaporator and for blowing gas fuel in gaseous phase from said pressure build-up evaporator back to said gas tank, and said pressure build-up evaporator constitutes a cold element, which is a part that during use receives heat from the transfer medium causing it to condense, within said local heat transfer condenser.

7. The fuel storage and distribution system according to claim 6, wherein a part of said main gas evaporator constitutes a cold element, which is a part that during use receives heat from the transfer medium, causing it to condense, within the same local heat transfer condenser as said pressure build-up evaporator.

8. A method for maintaining pressure in a gas tank of a fuel storage and distribution system according to claim 1, for a gas-fueled sea-going vessel, comprising: extracting heat from an external heat source circuit to a local heat transfer circuit, using said local heat transfer circuit to heat gas fuel for increasing pressure inside said gas tank, and using said local heat transfer circuit to evaporate liquefied gas fuel drawn from said gas tank for delivery to an engine of the sea-going vessel, wherein contents of said local heat transfer circuit are evaporated with heat extracted from the external heat source circuit and condensed, wherein said condensing donates heat to said gas fuel.

9. The method according to claim 8, wherein said local heat transfer circuit is used to heat fluid heating medium that circulates in a closed loop through said gas tank.

10. The method according to claim 8, wherein contents of said local heat transfer circuit are circulated in a closed loop through said gas tank.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) FIG. 1 illustrates a prior art LNG fuel distribution architecture,

(2) FIG. 2 illustrates heat and material flows in the prior art solution,

(3) FIG. 3 illustrates parts of a prior art LNG fuel storage and distribution system,

(4) FIG. 4 illustrates heat and material flows in a fuel storage and distribution system according to an embodiment of the invention,

(5) FIG. 5 illustrates parts of a fuel storage and distribution system that follows the principles shown in FIG. 4,

(6) FIG. 6 illustrates heat and material flows in a fuel storage and distribution system according to an embodiment of the invention,

(7) FIG. 7 illustrates parts of a fuel storage and distribution system that follows the principles shown in FIG. 6,

(8) FIG. 8 illustrates heat and material flows in a fuel storage and distribution system according to an embodiment of the invention,

(9) FIG. 9 illustrates parts of a fuel storage and distribution system that follows the principles shown in FIG. 8,

(10) FIG. 10 illustrates heat and material flows in a fuel storage and distribution system according to an embodiment of the invention,

(11) FIG. 11 illustrates parts of a fuel storage and distribution system that follows the principles shown in FIG. 10,

(12) FIG. 12 illustrates heat and material flows in a fuel storage and distribution system according to an embodiment of the invention, and

(13) FIG. 13 illustrates schematically a control architecture of a fuel storage and distribution system according to an embodiment of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

(14) FIG. 4 is a schematic illustration of some heat and material flows in a fuel storage and distribution system for a gas-fuelled sea-going vessel according to an embodiment of the invention. Gas fuel is stored in a thermally insulated gas tank 401 principally in liquefied form. In order to maintain a sufficient internal pressure of the gas tank 401, and also as a mere consequence of natural evaporation, some of the gas fuel inside the gas tank 401 is always in gaseous phase, for which reason we may write the L for liquefied in parentheses in FIG. 4. Attached to or adjacent to the gas tank 401 is a tank room 402, which constitutes a gastight space enclosing tank connections and valves associated with them.

(15) Block 403 represents an engine of the sea-going vessel. The engine 403 is at least partly gas-fuelled, which means that it uses at least gaseous fuel but may also accept liquid fuel such as fuel oil. Combustion, i.e. burning fuel, as well as friction between moving parts create heat within the engine 403. In order to transport excess heat away the engine 403 comprises one or more cooling circuits. As an example it may comprise a so-called high temperature (HT) cooling circuit for cooling the hottest parts such as cylinder heads, and a so-called low temperature (LT) cooling circuit for cooling other parts such as oil coolers. During operation the temperature of a typical HT cooling circuit is around 100 degrees centigrade, while the temperature of a typical LT cooling circuit may be around 50 degrees centigrade. FIG. 4 shows the LT cooling circuit as an example, but in order to maintain generality we should speak about an engine cooling circuit 404 in general.

(16) A part of the engine cooling circuit 404 reaches into the tank room 402 and thus acts, from the viewpoint of the fuel storage and distribution system, as an external heat source circuit. A local heat transfer circuit 405 is configured to extract heat, as illustrated with arrow 406, from that part of the engine cooling circuit 404 that is in the tank room 402. As a part of the local heat transfer circuit 405 is a heating arrangement that is configured to heat gas fuel for increasing pressure inside the gas tank 401. This heating of the gas fuel may take place directly and/or indirectly.

(17) The upper part of FIG. 4 illustrates an indirect implementation of said heating of the gas fuel for increasing pressure (or maintaining an appropriate pressure) in the gas tank 401. The indirect transfer of heat takes place through a pressure build-up (PBU) heat transfer circuit 407 that constitutes a closed loop that allows fluid heating medium contained in the PBU heat transfer circuit 407 to circulate between the tank room 402 and the gas tank 401. Arrow 408 represents the transfer of heat from the local heat transfer circuit 405 to the PBU heat transfer circuit 407, and arrow 409 represents the transfer of heat from the PBU heat transfer circuit 407 to the liquid and/or gaseous phase of the gas fuel contained in the gas tank 401.

(18) The lower part of FIG. 4 illustrates evaporating liquefied gas fuel drawn from the gas tank 401 for delivery to the engine 403 of the sea-going vessel. This is an example of a direct implementation of heating gas fuel by the local heat transfer circuit. As is shown with arrow 410, liquid gas fuel flows from the gas tank 401 to a main gas evaporator (MGE) evaporation circuit 411, the essential parts of which are located in the tank room 402. The local heat transfer circuit 405 donates heat (as shown by arrow 412) to the liquid gas fuel in the MGE evaporation circuit 411, causing a phase transformation into gaseous form. Arrow 413 represents the flow of gaseous fuel to the engine 403.

(19) FIG. 5 illustrates schematically one possible practical implementation of the principle explained above with reference to FIG. 4. The local heat transfer circuit comprises a local heat transfer re-boiler 501, and a local heat transfer condenser 502 in fluid connection with it. The fluid connection allows fluid (i.e. gaseous or liquid) transfer medium (not separately shown) to flow between the local heat transfer re-boiler 501 and the local heat transfer condenser 502. A part of the engine cooling circuit that reaches into the tank room constitutes a hot element 503 within the local heat transfer re-boiler 501. A part of the PBU heat transfer circuit constitutes a cold element 504 within the local heat transfer condenser 502.

(20) The references to hot and cold indicate the purpose of the respective element, and do not necessarily conform to what a human observer would consider hot or cold. A hot element within a re-boiler is that part that during use is meant to donate heat to the transfer medium, causing it to evaporate. A cold element within a condenser is that part that during use is meant to receive heat from the transfer medium, causing it to condense. Heat comes to the hot element 503 from the engine cooling circuit carried by the incoming LT water through pipe 505, and the return path of the LT water towards the engine goes through pipe 506.

(21) In the implementation of FIG. 5 the closed loop of the PBU heat transfer circuit goes from the cold element 504 through a first valve 507 to a heating element 508 located inside the gas tank 401. A return path for the heating medium circulating in the PBU heat transfer circuit comes through a second valve 509 back to the cold element 504. The cold element 504 may act as a re-boiler of said heating medium; in other words, heat received from the transfer medium in the local heat transfer condenser 502 may cause said heating medium to evaporate inside the cold element 504. The heating element 508 may in turn act as a condenser of said heating medium; in other words, the heating medium that flows through the heating element 508 may donate enough heat to the gaseous and/or liquid phase of the stored gas fuel so that the heating medium condenses inside the heating element 508. The valves 507 and 509 control the flow of the heating medium through said closed loop, essentially determining the heating power used to heat the stored gas fuel.

(22) The present invention is not sensitive to the form and location of the heating element 508 inside the gas tank, but certain advantages can be achieved by designing the heating element so that temperature stratification of the stored gas fuel is avoided. Temperature stratification means the forming of horizontal layers that have different temperatures. If nothing is done to prevent it, especially in stabile conditions (like at port, or when proceeding along a protected waterway) a situation may arise in which a cushion of superheated gas appears at the top of the gas tank, causing a relatively high internal pressure reading. Deeper layers of the liquid phase may have temperatures well below the saturation limit. If a sudden movement then causes the contents of the gas tank to splash, the previously superheated gaseous phase may experience rapid cooling, causing the internal pressure to collapse quickly. Rapid fluctuations in the internal pressure of the gas tank make it difficult to maintain a smooth flow of gaseous fuel to the engines.

(23) A heating element that reaches from the top to the bottom of the gas tank, as is schematically shown in FIG. 5, allows heating both the gaseous and liquid phases of the stored gas fuel. This way a majority of the liquid phase can be kept at or close to saturation conditions, while heating the gaseous phase takes care of maintaining the sufficient internal pressure. It would also be possible to provide the PBU heat transfer circuit with two or more loops through the gas tank, each with its own heating element inside the gas tank and each with its own control valves. For example, one heating element could be relatively low in the gas tank for heating the liquid phase towards saturation, while another heating element could be relatively high in the gas tank for heating the gaseous phase with the purpose of maintaining pressure.

(24) Another detail that is schematically shown in FIG. 5 is the avoidance of bottom-level connections to the extremely cold liquefied gas inside the gas tank. Any pipe in which a leak or break could lead to liquefied gas fuel flowing into wrong places is a potential safety hazard. The use of a closed-loop PBU heat transfer circuit means that even if a leak occurs in the pipe, what comes out is (the relatively small amount of) the heating medium, not the whole contents of the gas tank. This advantage would be achieved even if the return pipe from the heating element 508 would come through a lead-through in the lower part of the gas tank 401. The last-mentioned solution might allow an easier path for the condensed heating medium to flow back to the tank room side. In the implementation shown in FIG. 5, where all lead-throughs are in the upper part of the gas tank 401, careful dimensioning is needed to ensure that a siphon effect draws the condensed heating medium out of the heating element 508 under all circumstances.

(25) For evaporating liquefied gas fuel drawn from the gas tank 401, and for providing an engine of the sea-going vessel with gaseous fuel, the fuel storage and distribution system illustrated in FIG. 5 comprises an MGE or main gas evaporator. A part of the MGE constitutes another cold element 510 that is located within the same local heat transfer condenser 502 as the cold element 504 that is a part of the PBU heat transfer circuit. A feed pipe 511 allows liquid gas fuel to flow from the gas tank 401 to the MGE, and an output pipe 512 conducts the evaporated gaseous fuel towards the engine (not shown). It would be possible to place the cold element 504 that is part of the PBU heat transfer circuit and the cold element 510 that is part of the MGE in separate local heat transfer condensers. It would even be possible to provide two different local heat transfer circuits, so that the pipes 505 and 506 would branch into two separate local heat transfer re-boilers, each equipped with its own local heat transfer condenser for the cold elements 504 and 510 respectively.

(26) In the system of FIGS. 4 and 5 the local heat transfer circuit transfers heat to the liquefied gas fuel directly in the MGE evaporation circuit and indirectly through the PBU heat transfer circuit. FIGS. 6 and 7 illustrate an alternative approach, in which both of said two heat transfers take place directly. Parts of the illustrated system that may be the same as the corresponding parts in FIG. 4 are the gas tank 401, the tank room 402, the engine 403, the engine cooling circuit 404, and the MGE evaporation circuit 411. Also the flow 410 of LNG from the gas tank 401 to the MGE evaporation circuit, as well as the flows 406 and 412 of heat from the engine cooling circuit 404 to the local heat transfer circuit and further to the MGE evaporation circuit 411 may also take place in a similar way as in FIG. 4. As a difference to the approach of FIG. 4, there is no separate PBU heat transfer circuit, but the local heat transfer circuit takes a similar role. For this purpose the circuit 601 is called the local and PBU heat transfer circuit 601 in FIG. 6.

(27) FIG. 7 illustrates one possible practical implementation of the principle shown in FIG. 6. Parts that are essentially the same as in FIG. 5 have the same reference designators: for example the local heat transfer circuit comprises a local heat transfer re-boiler 501, and a part of the engine cooling circuit that reaches into the tank room constitutes a hot element 503 within the local heat transfer re-boiler 501. As a difference to FIG. 5, although the local heat transfer condenser is in fluid connection with the local heat transfer re-boiler 501, it comprises more than just an adjacent condenser chamber 701. The local heat transfer condenser extends at least partly into the gas tank 401 that is located adjacent to the tank room.

(28) A forward path 702 exists for evaporated transfer medium to flow from the local heat transfer re-boiler 501 to the condenser chamber 701. A direct return path 703 is available, through which condensed transfer medium may return from the condenser chamber 701 to the local heat transfer re-boiler 501. However, not all evaporated transfer medium condenses immediately in the condenser chamber 701. A pipe 704 constitutes another forward path for some of the evaporated transfer medium to flow further from the condenser chamber 701 to the external condenser element 705, which is located in the gas tank 401. Valves 706 and 707 are provided for controlling the flow of transfer medium in the loop extending to the gas tank 401, which loop comprises the external condenser element 705.

(29) The return path for (condensed) transfer medium from said loop comes through valve 707 to a cold element 708 located in the condenser chamber 701. For reasons that become more apparent below, we may call this the first return path. Namely, from the cold element 708 a second return path 709 exists for transfer medium to flow from the cold element 708 to the local heat transfer re-boiler 501. A check valve 710 or some corresponding one-way flow device may be provided along said second return path in order to ensure that evaporated transfer medium cannot flow from the local heat transfer re-boiler 501 upstream to the cold element 708.

(30) The cold element 708 acts as a preheater that ensures that the transfer medium is not too cold when it enters the local heat transfer re-boiler 501. The temperature of the condensed transfer medium that flows out of the external condenser element 705 may be close to that of liquefied natural gas that is stored in a pressure of the order of a couple of bars. On the other hand, the liquid that circulates inside the hot element 503 may come from the engine cooling circuit, and may be (mostly) water. If the extremely cold transfer medium flowing out of the external condenser element 705 would be allowed to come into contact with the hot element 503 immediately, it could cause freezing. Therefore it is advisable to take the transfer medium through a preheater, which in this case is the cold element 708 within the condenser chamber 701.

(31) The second return path 709 and the check valve 710 could also be omitted, so that preheated transfer medium could flow out of the cold element 708 simply into the surrounding condenser chamber 701, from which it would return through the direct return path 703 to the local heat transfer re-boiler 501.

(32) In a way that is similar as such to the implementation in FIG. 5, the fuel storage and distribution system of FIG. 7 comprises a main gas evaporator, a part of which constitutes a cold element 510 within the local heat transfer condenser (here: within the condenser chamber 701). The pipes 511 and 512 associated with the MGE are the same as in FIG. 5.

(33) Not all embodiments of the invention need to be associated with a heating element inside the gas tank for maintaining tank pressure, although using one enables achieving certain particular advantages. The feature of heating gas fuel for increasing pressure inside the gas tank may be fulfilled completely with gas fuel handled inside the tank room. FIGS. 8 and 9 illustrate parts and heat flows of a fuel storage and distribution system in which the tank pressure is maintained by circulating gas fuel from the gas tank through an external pressure build-up evaporation circuit. Parts of the drawings that carry significant resemblance to corresponding parts in the previous drawings have the same reference designators.

(34) As a difference to FIGS. 4 and 6, a PBU evaporation circuit 801 (and not a PBU heat transfer circuit, like in FIGS. 4 and 6) is located in the tank room 402. LNG flows from the gas tank 401 to the PBU evaporation circuit 801 according to arrow 802, and gas fuel in the gaseous phase flows from the PBU evaporation circuit 801 back to the gas tank 401 according to arrow 803. Heat for evaporating the LNG in the PBU evaporation circuit 801 comes from the local heat transfer circuit 405 according to arrow 804.

(35) FIG. 9 shows one possible practical implementation of the principle illustrated in FIG. 8. The local heat transfer circuit comprises a local heat transfer re-boiler 501 and a local heat transfer condenser 502 in fluid connection therewith, like in the embodiment described earlier with reference to FIG. 5. A part of the engine cooling circuit that reaches into the tank room constitutes a hot element 503 within the local heat transfer re-boiler 501. The fuel storage and distribution system comprises a pressure build-up loop 901 with a pressure build-up evaporator 902. Liquefied gas fuel, which is stored in the gas tank 401 adjacent to the tank room, is drawn to the pressure build-up evaporator 902 through a pipe 903, and gas fuel in gaseous phase is blown from the pressure build-up evaporator 902 back to the gas tank 401 through another pipe 904. The pressure buildup evaporator 902 constitutes a cold element within the local heat transfer condenser 502.

(36) The MGE evaporation circuit that appears as block 411 in FIG. 8 is also schematically shown in FIG. 9. Its purpose is to evaporate liquefied gas fuel drawn from the gas tank 401 through pipe 905, and to deliver the gas fuel in gaseous phase towards one or more engines of the sea-going vessel through pipe 512. A part of the MGE evaporation circuit constitutes a cold element 510 within the same local heat transfer condenser 502 as the pressure build-up evaporator 902.

(37) FIG. 9 also illustrates the possibility of having the inlets of pipes 903 and 905 so low inside the gas tank 401 that they are practically always below the surface of the liquid phase, and drawing the pipes to the tank room so that the hydrostatic pressure of the liquefied gas fuel is the main force that makes LNG flow to the evaporators (the heat exchangers/evaporators illustrated in the right part of FIG. 9 may be considerably lower in a practical implementation). Previously it was pointed out that lead-throughs in the lower part of the gas tank, and pipes coming through such lead-throughs where LNG flows may constitute a risk of extremely cold LNG flooding through a possible leak or break. However, such risks can be kept at an acceptable level by using appropriate materials and structural solutions. Utilizing the hydrostatic pressure of the LNG involves in any case the advantage of not having to rely on a siphon effect (which may malfunction e.g. as a consequence of LNG sloshing in high seas) and not requiring a pump (pumps that can withstand continuous operation at cryogenic temperatures are relatively expensive).

(38) FIG. 10 illustrates an embodiment of the invention in which the local heat transfer circuit 405 donates heat to a PBU heat transfer circuit 1001 within the tank room 402, and the PBU heat transfer circuit 1001 branches into a first branch 1002 and a second branch 1003 that reach from the tank room 402 to the gas tank 401. Both the first branch 1002 and the second branch 1003 donate heat to the gas fuel inside the gas tank 401 according to arrows 1004 and 1005 respectively, but this may take place at different locations inside the gas tank 401 and in different ways.

(39) FIG. 11 shows one possible practical implementation of the principle illustrated in FIG. 10. A part of the PBU heat transfer circuit constitutes a cold element 504 within the local heat transfer condenser 502. Inside the gas tank 401 are a first heating element 1101 and a second heating element 1102, to which the fluid heating medium may flow from the cold element 504 through controllable valves 1103 and 1104 respectively. Return valves 1105 and 1106 allow the fluid heating medium to return from the first and second heating elements 1101 and 1102 back to the cold element 504. The feed pipe 511 is shown only schematically at the top of FIG. 11; it will come from inside the gas tank 401 but in which way is of no importance here.

(40) The first heating element 1101 is constructed and located so that it can donate heat both to the gaseous phase and to the liquid phase of the gas fuel inside the gas tank 401. In other words one part of the first heating element 1101 is at the top of the gas tank 401, where the gaseous phase will appear, and another part of the first heating element 1101 is at the bottom of the gas tank 401, where the liquid phase will appear. The first heating element 1101 may even extend in an essentially similar way across a major part of the internal height of the gas tank 401. The second heating element 1102 is constructed and located so that it will donate heat mainly to only one of the gaseous and liquid phases of the gas fuel inside the gas tank. In the embodiment of FIG. 11 the second heating element 1102 is located close to the bottom of the gas tank 401, so it will mainly donate heat to the liquid phase.

(41) It should be noted that the location of pipe inlets inside the gas tank, and the routes through which pipes are drawn, are of little significance to the present invention. The possibilities that are schematically shown in FIGS. 5, 7, 9, and 11 can be combined with each other in various ways. Similarly the various ways of constructing the PBU heat transfer circuit, if one is used, like those illustrated in FIGS. 5 and 7, can also be combined with other features of e.g. the embodiment of FIG. 11 in various ways.

(42) FIG. 12 illustrates the possibility of using some other external heat source circuit than any of the actual engine cooling circuits. In order to achieve the savings in components and construction that is offered by omitting the previously needed glycol/water mixture circuit, it is advantageous to utilize circuits that already exist due to the general construction of the vessel. In the embodiment of FIG. 12 the engine 1203 comprises a cooling circuit 1204, but no part of it reaches directly to the tank room 402. Waste heat from the engine 1203 is transferred to a steam generation circuit 1205 according to arrow 1206. A part of the steam generation circuit 1205 reaches into the tank room 402, where the local heat transfer circuit 405 extracts heat from it according to arrow 1207.

(43) Another possible form of external heat source circuit is a circuit that contains heat from some part of the HVAC (heating, ventilation, and air conditioning) system of the vessel. A large sea-going vessel may also contain other power machines than its primary engines, which power machines need to be cooled so that the heat flowing in to the corresponding cooling arrangement is available for use as an external heat source circuit for a fuel storage and distribution system according to an embodiment of the invention. Yet another possible form of external heat source circuit is a thermal oil circuit, a part of which reaches into the tank room.

(44) FIG. 13 illustrates schematically an arrangement for controlling the fuel storage and distribution system. The central element in such controlling is a controller 1301, which may be for example a microprocessor. Computer-readable instructions are stored in a non-volatile memory 1302 and, when executed by the controller 1301, cause the implementation of a method according to an embodiment of the invention. The method comprises transferring heat from an engine cooling circuit, which reaches into a tank room, to a local heat transfer circuit in said tank room, and using said local heat transfer circuit to heat liquefied gas fuel handled in said fuel storage and distribution system. The local heat transfer circuit may be used to heat fluid heating medium that circulates in a closed loop through the gas tank, or contents of the local heat transfer circuit can be circulated in a closed loop through the gas tank. The contents of the local heat transfer circuit can be evaporated with heat received from the engine cooling circuit and condensed, so that said condensing donates heat to the gas fuel.

(45) The pressures that prevail at various locations in the fuel storage and distribution system can be measured with a number of suitably located pressure sensors 1303. Typical action to be taken to physically control the pressure would involve opening and/or closing some valves that control the flows of gaseous and liquid media, for which purpose there are a number of appropriately placed actuators 1304. It is also possible that the system comprises other actuators 1305 or controllable devices, for example controllable a pump or a heater that is used to control the temperature of some critical part of the arrangement.

(46) The pressure sensors 1303, the actuators 1304 and the possible other actuators 1305 may be commonly designated as the physical action devices. An input and output unit (I/O unit) 1306 serves as an interface between the controller 1301 and the physical action devices. It exchanges information in digital form with the controller 1301, receives measurement signals in the form of voltages and/or currents from the pressure sensors 1303, and transmits commands in the form of voltages and/or currents to the actuators 1304 and 1305. The input and output unit 1306 also makes the necessary conversions between the digital representations it uses in communicating with the controller 1301 and the (typically, but not necessarily) analog voltage and/or current levels it uses in controlling the physical action devices.

(47) A bus connection 1307 links the controller 1301 with one or more user interfaces 1308, which may be located for example in an engine control room and/or on the bridge of the sea-going vessel. A user interface typically comprises one or more displays and some user input means, such as a touch-sensitive display, a keyboard, a joystick, a roller mouse, or the like. The display part of the user interface is used to display to a human user information about the state and operation of the fuel storage and distribution system. The input means of the user interface are available for the user to give commands that control the operation of the gaseous fuel storage and distribution arrangement.

(48) A power source arrangement 1309 derives and distributes the necessary operating voltages for the various electrically operated parts of the control arrangement.

(49) Variations and modifications to the embodiments explained above are possible without parting from the scope of the appended claims. One distinctive class of variations involves varying the number of separate re-boilers and/or condensers included in the local heat transfer circuit: although only some relatively simple embodiments have been discussed with a somewhat minimal number of local heat transfer re-boilers and local heat transfer condensers, it is relatively straightforward to present embodiments in which there are two or more of any of them. Another distinctive class of variations involves the mechanisms of heat transfer. Previously it was pointed out that evaporation and condensation involve e.g. certain natural efficiency, which can be seen as a relatively small physical footprint of the required devices inside the tank room. However, basically nothing would preclude the local heat transfer circuit from being based on a liquid transfer medium.

(50) Yet another distinctive class of variations involves the structural appearance of the hot and cold elements in relation to the circulation of engine cooling water, the transfer medium in the local heat transfer circuit, and the heating medium in the possible PBU heat transfer circuit. FIGS. 5, 7, and 9 consistently show e.g. the hot element 503 as being located inside a chamber that constitutes the local heat transfer re-boiler 501. Graphical representations have been selected only to make it easier to follow the description. For example, the hot element that forms a part of the engine cooling circuit could well take the form of an outer jacket, inside which is a meandering pipe that acts as a local heat transfer re-boiler. The term within used in the description should be read like in association with or as a part of, rather than being literally interpreted as meaning inside.