CN102656084B - 用于船舶推进用的至少一个燃气发动机的液化天然气燃料罐系统 - Google Patents

用于船舶推进用的至少一个燃气发动机的液化天然气燃料罐系统 Download PDF

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CN102656084B
CN102656084B CN201080048461.6A CN201080048461A CN102656084B CN 102656084 B CN102656084 B CN 102656084B CN 201080048461 A CN201080048461 A CN 201080048461A CN 102656084 B CN102656084 B CN 102656084B
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natural gas
liquefied natural
pressure
lng
tank
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CN102656084A (zh
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约翰尼·尼隆德
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Wartsila Oil and Gas Systems AS
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Hamworthy Oil and Gas Systems AS
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Abstract

一种用于船舶推进用的至少一个燃气发动机的LNG燃料罐系统包括气体容器(8)和至少一个LNG燃料罐(4)，该LNG燃料罐借助于LNG填充管路(1)从陆上LNG压力罐填充设施装填燃料。根据本发明，LNG燃料罐(4)是船舶低压受控型大气压力LNG罐，并且气体容器(8)是单壁非绝热的压力容器，该单壁非绝热的压力容器设置成用于分别在对LNG燃料罐装填LNG燃料期间积聚闪发气体并在对LNG燃料罐泄压期间积聚汽化气体，并且燃气发动机根据预定的气体容器压力从气体容器(8)或LNG燃料罐(4)被供给燃料。

Description

用于船舶推进用的至少一个燃气发动机的液化天然气燃料罐系统
本发明涉及一种用于船舶推进用的至少一个燃气发动机的液化天然气(LNG)燃料罐系统。更具体地，该LNG燃料罐系统包括至少一个LNG燃料罐和气体容器，该LNG燃料罐将要借助于LNG填充管路而从陆上的LNG加压罐填充设施来装填燃料。
现今，重质燃料油(HFO)是用于船舶推进的最为常见的燃料。为了限制污染，国际监管组织对HFO中的含硫量和排放到大气中的氮氧化物和二氧化碳的排放量设定了极限值。硫和氮主要危害了当地环境，而二氧化碳的排放量则是全球问题。
在环境保护方面提出的主要步骤在于将甲烷用作用于船舶推进的燃料，由此，减少了硫、氮氧化物和二氧化碳的排放量。LNG的价格也已经低于HFO和柴油，因此，利用甲烷作为燃料既具有环境效益又具有经济效益。到目前为止使用的原理是将商业液化甲烷+(LNG)填充到船舶上的加压容器罐中并将压力保持在表压为通常的5-7巴(bar)。LNG随后被蒸发并加热到推进燃气发动机所需的状况。
在挪威已经建造了约十二个带有LNG燃料系统的船舶，并且已经建造了陆上LNG填充站用于供给这些船舶。陆上LNG罐和船舶LNG罐都是双壁真空绝热的压力容器。为了在LNG的每次填充之间获得较远的航行距离，在船舶所有者中，存在对于利用棱柱状的LNG罐的喜好，与压力容器相比，棱柱状的LNG罐更好地利用了船体形状。棱柱状罐承载了处于大气压下的LNG。
难题在于如何将LNG在不将甲烷气体排放至大气的情况下从加压的陆上LNG罐装载到仅仅能够维持大气压的船舶罐。进一步地，进入大气罐的热量远高于真空绝热的压力容器罐，并且将要将独特的补救法用于处理增多的汽化。
在联合国监管组织的国际海事组织(IMO)出版物：“用于承载散装液化气的船舶的构建和装备的国际规程—IGC规程(InternationalCode for the Construction and Equipment of Ships Carrying LiquefiedGases in Bulk-IGC Code)”(ISBN 978-92-801-1277-1，1993版)中对用于承载散装液化气的船载罐进行了分类。
大气压力LNG罐被分类为“A型独立罐”并且在大气压下并以表压0.7bar作为安全阀最大许用设定值(MARVS)进行操作。
由于存在从棱柱状罐泄漏的风险(主要为弯曲应力)，因此需要A型独立罐(简称为A型罐)具有完整的“二级屏障”以在泄漏的情况下容纳LNG。
在设计压力高于由罐尺寸给定的特定极限值之上的情况下，将在液面下方不具有任何渗透的压力容器LNG罐分类为“C型独立罐”。
C型独立罐类无需具有任何“二级屏障”(主要为薄膜应力)。
如果LNG压力容器罐在液面下具有渗透，则需要完整的“二级屏障”；参照IMO海上安全委员会MSC.285(86)：“有关船舶中的天然气-燃料发动机装置的安全的临时准则(Interim Guidelines on Safety forNatural Gas–Fuelled Engine Installations in Ships)”。
在本公开文献中，为了方便读者，术语“A型罐”已经被术语“大气压力LNG罐”所替代。
在将LNG填充到大气压力LNG罐中的填充期间处理闪发气体的难题已经根据一种选择通过瓦锡兰(Wartsila)专利、即WO 2008/000898A1“用于燃气驱动船舶的燃料系统(Fuel Systems for Gas Driven Vessel)”得以克服。
瓦锡兰的解决方案非常类似于在所有的现有LNG燃料船上所使用的系统，如以上已经概述过的那样，但将LNG从大气压力LNG罐泵送到船载压力容器LNG罐中。为了控制大气压力LNG罐的压力，蒸气借助于压缩机被泵送到压力容器LNG罐中。由此，船舶上的将燃料供给至燃气发动机的压力容器罐是LNG填充的并且是绝热的。
本发明所要解决的问题主要是由于三种情况造成的，即，陆上LNG压力罐、LNG燃料装填、和保持时间。
用于给船舶装填LNG燃料的陆上存储罐是按照今所有的真空绝热压力容器类型进行的。通常的设计压力为表压约10bar。这些陆上LNG罐通常从同样配备有压力容器LNG罐的LNG卡车进行填充。陆上LNG存储罐也可借助于全部配备有被分类为“C型独立罐”的压力容器罐的小型LNG运输装置来装填。在向卡车/LNG运输装置进行填充、运输期间，在向存储罐填充期间，以及在存储在陆上LNG罐中期间，热量泄漏到LNG中。陆上LNG存储罐中的LNG因此处于高于-163℃的温度，并且因此，饱和压力大于大气压力。
在以升高的压力从陆上LNG罐填充到船舶大气压力LNG罐的填充期间，LNG蒸发并且大气压力LNG罐的压力升高。如果陆上LNG罐饱和压力适当地低于表压0.7bar，则船舶大气压力LNG罐可在无需向大气释放甲烷气体的情况下进行填充。如果陆上LNG罐饱和压力接近表压0.7bar，则LNG从泵、管道系统、和罐获得一些热量，而这些热量会使得在LNG填充期间，释压阀打开并将甲烷释放至大气。如果陆上LNG罐饱和压力高于表压0.7bar，则大气压力LNG罐的释压阀打开，并且甲烷气体被释放至大气。在陆上LNG罐中的表压为所述1.5bar下，大量的甲烷气体被释放至大气。因此，已经设置了有用于处理闪发气体的系统，并且该系统是本发明的主题。
LNG罐遭受来自环境的输入热量的影响，该热量又使得LNG蒸发，并且使得罐压增大，直到释压阀打开为止。保持时间是直到释压阀打开为止的消逝时间。当双壁真空绝热压力容器罐的保持时间为“数月”时，大气压力LNG罐的保持时间为“数日”。如果大气压力LNG罐的初始蒸气压力约为大气压力，则保持时间通常略多于一周。如果大气压力LNG罐的初始蒸气压力为表压约0.5bar，则保持时间通常为几天。在超过以上持续时间的停租情况下，因此设置用于处理蒸发气体的系统，该系统也是本发明的主题。
为了满足以上详细说明的难题，本发明提出了一种用于船舶推进用的至少一个燃气发动机的LNG燃料罐系统，该LNG燃料罐系统包括气体容器和至少一个LNG燃料罐，该LNG燃料罐将要借助于LNG填充管路从陆上LNG压力罐填充设施装填燃料，其中，LNG燃料罐是船舶低压受控的大气压力LNG罐，并且气体容器是单壁非绝热的压力容器，该单壁非绝热的压力容器设置成用于分别在对LNG燃料罐装填LNG燃料期间积聚闪发气体，并在对LNG燃料罐泄压期间积聚汽化气体，并且燃气发动机根据预定的气体容器压力从气体容器或LNG燃料罐被供给燃料。
LNG燃料罐内的蒸气压力可被控制成低于约0.7bar的表压。也可使用位于在LNG燃料罐与气体容器之间延伸的吸入管路和压缩管路中的压缩机，使得在对LNG燃料罐装填燃料和泄压期间限制LNG燃料罐压力。
燃气发动机可从气体容器供给燃料，直到压力接近约5-6bar的表压为止，此后，从LNG燃料罐来实现燃料供给。来自气体容器的推进气体可经由通过加热器的气体管路供给。
来自LNG燃料罐的推进气体可经由下述液体和蒸气管路供给：该液体和蒸气管路具有配备有位于LNG燃料罐的下部部分附近的离心泵的大体上竖直的竖直立管，该LNG在蒸发器中被蒸发。来自蒸发器的蒸气可经由止回阀经过蒸气管路流到位于加热器上游的气体管路中。
当需要额外的燃料推进船舶时，可从气体容器和蒸发器供给气体。
为了在需要时降低气体温度，立管可设置有延伸到气体容器中的喷淋管路，该喷淋管路包括常闭阀。
通过以下详细的描述将理解本发明的其它有利特征。
现在，将要参照示出了工艺方案的图1对本发明进行详细讨论。
为了避免在LNG燃料装填期间和在海上时将甲烷释放至大气，本发明涉及一种用于处理闪发气体和汽化气体的LNG燃料罐系统。在这种情况下，压缩机确保了大气压力LNG罐中的压力从不超过0.7bar的表压，并且将闪发/蒸发气体输送至仅含有气体的压力容器罐。
图1示出了用于带有两个大气压力LNG罐的船舶的简化工艺方案，这两个大气压力LNG罐例如借助于泵、蒸发器、加热器、压缩器和气体容器例如将燃料气体供给至一个或若干个燃气发动机。燃气发动机可从气体容器或任一个大气压力LNG罐而被供给燃料。
LNG燃料装填
LNG填充
LNG燃料装填从未示出的陆上LNG填充站压力容器发生，根据LNG供给者的经验，该陆上LNG填充站压力容器的可具有与2bar的表压一样高的饱和压力。
LNG从陆上LNG填充站经过LNG填充管路1泵送。LNG在大气压力LNG罐4的入口处通过焦耳(J)-汤姆逊(T)阀2。J-T阀流量由大气压力LNG罐的蒸气压力控制。蒸气压力始终低于0.7bar的表压。LNG从J-T阀向下流至延伸到大气压力LNG罐4中的底部填充管路3。
大气压LNG罐过压控制
当LNG流过J-T阀2时，形成了特定量的闪发气体。陆上LNG压力容器中的饱和压力越大，形成的闪发气体就越多，并且大气压力LNG罐的压力趋于增大。以上概述的J-T阀控制不能限制大气压力LNG罐的压力，但被完全关闭并由此中止了LNG填充。
压缩机5经由吸入管路6和压缩管路7将来自大气压力LNG罐的闪发气体移除到单壁气体容器8中，并由此限制了大气压力LNG罐的压力。通过压缩机5的气流由大气压力LNG罐的蒸气压力控制。如已经提到的那样，大气压力LNG罐内的蒸气压力始终低于0.7bar的表压。
气体容器
气体容器8的主要目的是在LNG填充期间用作气体缓冲器。陆上LNG压力容器中的饱和压力越高，所需的气体容器就越多。为了在节省空间的同时确保足够的缓冲能力，可使气体容器的设计压力高于10bar的表压(用于甲板下方的压缩天然气(CNG)罐的先前要求极限值。由IMO海上安全委员会MSC.285(86)：“有关船舶中的天然气-燃料发动机装置的安全的临时准则(Interim Guidelines on Safety for Natural Gas–FuelledEngine Installations in Ships)”规定)。将闪发气体压缩到上述20-25bar的表压提高了气体温度，使得可将标准碳锰钢用于气体容器8。
气体容器应该是不具有任何热绝缘的标准单壁压力容器。工作压力的选择基于闪发气体量、所需的空间和压缩机成本进行。
常规操作
来自气体容器的燃料
在LNG燃料装填完成时，每个大气压力LNG罐的压力接近大气压力(0-0.5bar的表压)并由此低于MARVS，而气体容器接近其设计压力。此时，实际的燃气发动机直接从气体容器供给燃料。处于所述25bar的表压(仅为示例)的燃料气体从气体容器8经由气体管路9流至气体管路J-T阀10，在该气体管路J-T阀10处，压力降低至约5-7bar的表压。燃料气体进一步经由止回阀12流过气体管路11、流过加热器13并且此后流至用于燃气发动机的调节单元。通过J-T阀10的流量由气体管路11中的处于阀下游的压力控制。
燃气发动机被从气体容器8供给燃料，直到压力接近所述5-7bar的表压为止。从气体容器供给的燃料气体优先于从大气压力LNG罐供给的燃料气体。这样，气体容器可用于接收处于任何情况下的气体，在所述任何情况下，大气压力LNG罐中的压力接近MARVS。
来自大气压力LNG罐的燃料
当气体容器压力接近所述5-7bar的表压时，将燃料气体切换成被从大气压力LNG罐4供给。
LNG借助于处于大气压力LNG罐4的底部处的离心泵14被通过竖直泵立管15并通过液体管路16向上泵送至控制阀17。通过控制阀17的流量由液体管路16中的处于阀下游的压力控制，其中，液体管路16中的处于阀下游的压力被保持在约5-7bar的表压。LNG在蒸发器18中被进一步蒸发，并且蒸气经由止回阀20流动通过蒸气管路19进入到气体管路11中。蒸气流过加热器13并在此后流至用于燃气发动机的调节单元。蒸发器18和加热器13借助于燃气发动机的冷却系统或船舶上的其它可利用的加热系统加热。
大气压力LNG罐压力真空控制
当燃气发动机消耗燃料时，大气压力LNG罐4的LNG液面降低，从而趋于降低罐空隙的压力。然而，对于大气压力LNG罐4而言，由于输入热量而增大的压力基本上高于由于LNG消耗而导致的压降。由此，不存在空隙压力在常规操作期间降至低于大气压力的危险。
大气压LNG罐过压控制
输入热量使得大气压力LNG罐的空隙压力增大，除非汽化容积被压缩机5移除并被聚集在气体容器8中。然而，与“LNG填充情况”相比，“LNG输入热量情况”对于气体处理系统而言是更为不苛刻的要求。
因此，所提出的气体处理罐系统允许大气压力LNG罐具有比“标准”的30厘米薄的绝热层。
推进操作
在特定情况下，燃气发动机在较短或较长的时期内需要额外的燃料供给。
当蒸发器可能不能够提供这种过量的燃料气体时，气体容器在这种情况下提供所需的燃料气体量。
来自大气压力LNG罐的选择方案
从属于本发明的处理方案主要意在解决与从陆上加压罐将LNG装载到船舶大气压力LNG罐中相关而引起的问题。
处理方案可容易地同样适于从陆上大气压力LNG罐来填充LNG。蒸气回流管21随后被简单地增设在大气压力LNG罐顶部与LNG装填站24之间。该蒸气回流管应在填充期间连接于气相的陆上大气压力LNG罐。
在这种情况下，在LNG填充期间处理气体的要求被稍微放宽(根据蒸气回流管路中的压降)。
喷淋管路
喷淋管路22从液体管路17分叉并经由常闭阀23连接于气体容器8。该喷淋管路将要在气体容器中的气体温度需要被降低的情况下使用。
所要理解的是，除了大气压力LNG罐和气体容器之外的诸如J-T阀之类的大多数部件可由提供相同或等效功能的其它任何适当的装置所替代。

Claims (12)

1.一种液化天然气燃料罐系统，所述液化天然气燃料罐系统用于船舶推进用的至少一个燃气发动机，所述液化天然气燃料罐系统包括气体容器(8)和至少一个液化天然气燃料罐(4)，所述液化天然气燃料罐借助于液化天然气填充管路(1)从陆上液化天然气压力罐填充设施装填燃料，其特征在于，所述液化天然气燃料罐(4)是船舶低压受控型的大气压力液化天然气罐，并且所述气体容器(8)是单壁非绝热压力容器，所述单壁非绝热压力容器设置成分别在对所述液化天然气燃料罐装填液化天然气期间积聚闪发气体，并在对所述液化天然气燃料罐泄压期间积聚汽化气体，并且所述燃气发动机根据预定的气体容器压力从所述气体容器(8)或所述液化天然气燃料罐(4)被供给燃料。
2.根据权利要求1所述的液化天然气燃料罐系统，其特征在于，所述液化天然气燃料罐利用设置在所述液化天然气填充管路(1)中的焦耳-汤姆逊阀(2)被进行压力控制。
3.根据权利要求1或2所述的液化天然气燃料罐系统，其特征在于，所述液化天然气燃料罐(4)内的蒸气压力被控制成低于约0.7bar的表压。
4.根据权利要求1或2所述的液化天然气燃料罐系统，其特征在于，位于在所述液化天然气燃料罐(4)与所述气体容器(8)之间延伸的吸入管路(6)和压缩管路(7)中的压缩机(5)被用来在对所述液化天然气燃料罐装填燃料和泄压期间限制所述液化天然气燃料罐的压力。
5.根据权利要求1或2所述的液化天然气燃料罐系统，其特征在于，所述燃气发动机从所述气体容器(8)被供给燃料，直到压力接近约5-7bar的表压，此后从所述液化天然气燃料罐(4)实现燃料供给。
6.根据权利要求5所述的液化天然气燃料罐系统，其特征在于，来自所述气体容器(8)的推进气体经由通过加热器(13)的气体管路(11)供给。
7.根据权利要求6所述的液化天然气燃料罐系统，其特征在于，气流压力利用设置在所述加热器(13)的上游的焦耳-汤姆逊阀(10)降低。
8.根据权利要求6所述的液化天然气燃料罐系统，其特征在于，来自所述液化天然气燃料罐(4)的推进气体经由液体管路(16)和蒸气管路(19)供给，所述液体管路(16)和所述蒸气管路(19)具有配备有离心泵(14)的主要竖直的竖直立管(15)，所述离心泵(14)位于所述液化天然气燃料罐的下部部分附近，所述液化天然气在蒸发器(18)中蒸发。
9.根据权利要求8所述的液化天然气燃料罐系统，其特征在于，来自所述蒸发器(18)的蒸气经由止回阀(20)流动通过所述蒸气管路(19)进入到位于所述加热器(13)上游的所述气体管路(11)中。
10.根据权利要求8所述的液化天然气燃料罐系统，其特征在于，当需要额外的燃料来用于所述船舶的推进时，推进气体从所述气体容器(8)和所述蒸发器(18)供给。
11.根据权利要求8所述的液化天然气燃料罐系统，其特征在于，所述立管(15)设置有延伸到所述气体容器(8)中的喷淋管路(22)，以便在需要时降低所述气体温度，所述喷淋管路(22)包括常闭阀(23)。
12.根据权利要求1或2所述的液化天然气燃料罐系统，其特征在于，为了同样能够从大气压力液化天然气罐填充，在所述液化天然气燃料罐(4)的顶部与液化天然气陆上填充设施之间增设有蒸气回流管(21)。
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