CN1062062C - 压缩天然气船运系统及将压缩天然气装填或排出船上储存系统的方法 - Google Patents

压缩天然气船运系统及将压缩天然气装填或排出船上储存系统的方法 Download PDF

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Publication number
CN1062062C
CN1062062C CN96191260A CN96191260A CN1062062C CN 1062062 C CN1062062 C CN 1062062C CN 96191260 A CN96191260 A CN 96191260A CN 96191260 A CN96191260 A CN 96191260A CN 1062062 C CN1062062 C CN 1062062C
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gas
pressure
compressed gas
ship
reservoir vessel
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CN96191260A
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CN1183829A (zh
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戴维G·斯腾宁
詹姆斯A·克兰
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Marine ngui cooperation company
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Enron LNG Dev Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/14—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed pressurised
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
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    • B63B25/22—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for palletised articles
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    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/06—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures for filling with compressed gases
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    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0636—Metals
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    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
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    • F17C2203/0663—Synthetics in form of fibers or filaments
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    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
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    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
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    • F17C2205/0142—Two or more vessels characterised by the presence of fluid connection between vessels bundled in parallel
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    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
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Abstract

一种压缩天然气船运系统，它使用具有许多气瓶的船。本发明的特征在于，许多气瓶形成许多压缩燃气储存容器。每个压缩燃气储存容器包括3到30个气瓶，它们通过一容器导管连接于一单个的控制阀。设有一高压导管，它具有用于同岸上终端相连的装置。设有一低压导管，它具有用于同岸上终端相连的装置。各控制阀之间延伸有一分导管，将各储存容器同时连接于高压和低压导管。设有用于控制通过高压导管和低压导管的容器流量的阀。本发明还公开了将压缩天然气装填或排出船上储存系统的方法。

Description

压缩天然气船运系统及将压缩天然气装填或排出船上储存系统的方法
发明领域
本发明涉及天然气的运输系统，尤其是涉及压缩天然气的水上船运。
发明背景
现有四种方法用于天然气穿越水体的运输。第一种方法是利用海底管道。第二种是以液化天然气(LNG)的形式用船来运输。第三种是以压缩天然气(CNG)的形式用驳船或在船甲板上装运。第四种是以冷冻的压缩天然气或中等条件液化气(MLG)的形式利用船来运输。每种方法都有其内在的优点和不足。
众所周知，海底管道技术是用于水深小于1000英尺的条件。然而，深水海底管道的成本非常高，并且其维修方法才刚刚起步。在穿越深度超过1000英尺的水体时，利用海底管道运输通常不是一种可行的方案。海底管道还有一个缺点在于，一旦敷设完成以后就无法重新定位。
天然气的液化可大大提高其密度，因而允许相对较少的船只长距离地运输大量的天然气。然而，液化天然气系统需要巨大的投资用于装船点的液化设备和交货点的重新气化设备。在许多情况下，建造液化天然气设备的投资费太高使得液化天然气成为一不可行的方案。在另一些情况下，交货点和/或供应点的政治风险可能使得昂贵的液化天然气设备并不可取。液化天然气的还有一个缺点在于，即使在仅需一二条液化天然气船只的短程运输的情况下，由于全部岸上设备的高成本，运输上的财务负担仍然十分沉重。
在70年代初，哥伦比亚燃气系统服务公司(Columbia Gas System Service)开发了一种将天然气以冷冻的压缩天然气和承压的中等条件液化气的形式进行船运的方法。这些方法由它们的工艺工程指挥Roger J.Broeker在1974年出版的一篇名为“压缩天然气和中间状态液化气-新的天然气运输工艺”的论文中作了阐述。在被放人船只的绝热货舱内的压力容器之前，压缩天然气需要将气体冷冻到华氏-75度的低温和加压到1150psi的高压。船上没有配备货物制冷设备。气体装在许多垂直安装的圆柱形压力容器中。中间状态液化气工艺需要将气体冷却到华氏-175度和加压到200psi来使气体液化。这两个系统的一个缺点就是在装船之前需要将气体冷却到远低于外界温度的温度。要实现将气体冷冻到上述温度、提供具有适合于此温度之特性的钢合金和铝的气缸，这些都是相当昂贵的。另一个缺点在于，必须以一种安全的方式来处理在运输过程中受热所导致的不可避免的气体膨胀现象。
在1989年授予海上气体运输有限公司(Marine Gas Transport Ltd.)的美国专利4,846,088描述了一种运输压缩天然气的方法，它仅在海上驳船的甲板或甲板以上设有储藏容器。此专利文献揭示了一种压缩天然气储藏系统，它包括许多由水平安放在海上驳船甲板以上的管道式管子所形成的压力瓶。由于管子的价格低，该储藏系统具有投资费用小的优点。如果产生气体泄漏，它会自然地排向大气，避免发生燃烧和爆炸的可能。气体在大气温度下运输，避免了与哥伦比亚燃气服务公司的试验容器所固有的制冷有关的问题。上述的压缩天然气运输方法的一个缺点是压力瓶数量上的限制，因为这些压力瓶可能是放在甲板以上，而与此同时又必须保持驳船足够的稳定性。这就大大限制了单艘驳船所能装载的气体量，导致单位装载气体的价格升高。另一个缺点在于其气体向大气的排放，当今从环保立场考虑应该说是不允许的。
在更近些的几年中，福斯特·惠勒石油开发公司(Foster Wheeler PetroleumDevelopment)对压缩天然气的驳船运输的可行性作了研究。在九十年代初由R.H.Buchanan和A.V.Drew发表的一篇题为“开发海上干燥燃气区的备选方法”的论文中，评述了压缩天然气的船运，以及液化天然气的备选运输方法。福斯特·惠勒石油开发公司的提议揭示了压缩天然气运输方法，它包括多个管道式压力瓶，它们水平定位于一组可拆的多驳船-拖船组合往返运输船中。每个瓶具有一控制阀，温度是外界温度。该系统的一个缺点是需要将诸驳船连接成往返运输船和将它们分离，这相当费时，降低了效率。另外一个缺点是多驳船往返运输船的适航能力有限。它需要避免深海航行，这将降低该系统的可靠性。还有一个缺点是其复杂的联接系统，它会对其可靠性带来不利影响，并增加成本。
天然气的海上运输具有两个主要成分，即水上运输系统和岸上设备。上述所有的压缩天然气运输系统的缺点在于，水上运输部件太贵以致于很难采用。液化天然气运输系统的缺点是岸上设备的成本太高，这在短程运输情况下便成为成本的绝大部分。上述的对比文献中没有一个将问题着眼于在岸上设备处进行燃气载卸的方面。
发明概述
需要一种天然气的水上运输系统，它能使用比液化天然气的液化和汽化设备，或压缩天然气的制冷设备成本便宜得多的岸上设备，并能提供接近外界温度的压缩天然气的水上运输，其费用比现有技术中的便宜。
按照本发明，对使用具有许多气瓶的船的压缩天然气水上运输作了一种改进。钢瓶中的气压在充满时最好是在2000psi到3500psi的范围内，而在排空后最好是在100到300psi的范围内。本发明的特征在于由多个气瓶形成多个压缩气体储存容器。每个压缩气体储存容器包括3到30个气瓶，它们通过一容器导管连接于一单个的控制阀。气瓶最好是用两端带有圆顶盖的钢管制成。钢瓶可用玻璃纤维、碳纤维或其它一些高抗拉伸强度的纤维包裹，以提供一种较节约成本的钢瓶。各控制阀之间延伸有一分导管，以将每个储存容器连接于一高压主管道和一低压主管道。高压主导管和低压主导管均具有用于同岸上的终端相连的装置。设有阀，用于控制高压导管和低压导管内通过的气流。
如以上所描述的，以船为主要工具来运输压缩天然气，其岸上设备主要包括高效压缩站。同时使用高压和低压导管，可以允许装料终端处的压缩装置从事有用的工作，即将一些容器的管道气体压缩到满设计压力，同时这些容器由管道来充气；并允许卸料终端处的压缩装置从事有用的工作，即将容器内的气体压缩到管道压力以下，同时一些高压储存容器可以放空。顺序挨个成批地打开储存容器，在时间上安排成使得压缩装置上的反压力始终接近最佳压力，这种技术使所需的压缩功率达到最小。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而利用将气体储存容器以垂直方式定位还可以获得更多的有益效果。这种垂直定位方式便于在需要时更换和维护储存容器。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，但是，一旦装载了压缩天然气，还必须注意其安全的越洋运输。因此，当船舱覆盖有气密舱口盖时，可获得更多的有益效果。这可以允许容纳有气体储存容器的船舱充满接近外界压力的惰性气体，消除舱内的火灾隐患。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而在放气过程中的绝热膨胀会导致钢瓶被冷却到一定程度。保存这些钢的热冷却量以利于下一装料阶段，这是合乎需要的。因此，当使船舱和舱口盖绝热时，可获得更多的有益效果。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而一旦发生气体泄漏，就必须安全地进行处理。因此，当每个船舱配有漏气检测设备和漏气瓶识别设备而使漏气的储存容器可以被隔离，并通过高压导管系统通到一排气/点火架时，便可获得更多的有益效果，储有天然气的船舱将被充满惰性气体。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而在某些市场中，进行天然气连续供给是相当重要的。因此，当使用足够多具有适当载量和速度的压缩天然气运输船只，使得始终有一条船处于抛锚卸料时，便可获得更多的有益效果。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而船上还有相当可观的压力能量可用来在卸料终端产生制冷效果。因此，当在卸料终端处使用一适当的制冷装置来产生少量的液化天然气时，可获得更多的有益效果。这种产生于许多船只卸料过程中的液化天然气将聚集在相邻的液化天然气储存箱中。这种液化天然气配备可以在压缩天然气船只日程失常的情况下使用。
尽管通过使用上述压缩天然气船运系统可以获得一些有益的效果，然而某些行业将为避峰燃料(即一天中需要量最大的少数几个小时内供给的燃料)而支付额外费用。因此，如果主导管系统和卸料压缩站的规模制成使船能在负荷高峰时间内卸料，一般为4到8小时，那么将获得更多的有益效果。
附图简述
本发明上述和其它的特点将在下面参照附图的描述后变得更为明了，附图中：
图1是压缩天然气船运系统的操作流程图。
图2a是按压缩天然气船运系统的技术而装备的船只剖开后的侧视图。
图2b是图2a所示船只的纵向剖开后的俯视图。
图2c是沿图2b中的A-A线横向开后的端视图。
图3是图2b所示船只的一部分的详细的俯视图。
图4a是压缩天然气船运系统的装料配置示意图。
图4b是压缩天然气船运系统的卸料配置示意图。
较佳实施例详述
下面参照图1到图4b来描述较佳实施例的压缩天然气船运系统，在图中它总的用标号10表示。
参照图2a和图2b，压缩天然气船运系统10包括一艘船12，它具有许多气瓶14。气瓶设计成能安全地承受压缩天然气的压力，这种压力可在1000psi到5000psi的范围内变化，并通过考虑压力容器、船只等的成本以及气体的物理特性进行优化设定。该压力值最好是在2500到3500psi的范围内。气瓶14是30到100英尺长的圆柱形钢管。较佳的长度为70英尺。这些钢管的两端一般通过焊接盖有锻钢圆顶盖。
这些气瓶14形成许多压缩气体储存容器16。参照图3，每个压缩气体储存容器16包括3到30个气瓶，它们用一容器导管18连接于一单个的控制阀20。参照图2a和图2c，气瓶14以垂直方向安装在船12的船舱22内，以便于更换。气瓶14的长度一般设定成使船12保持稳定。船舱22用舱口盖24盖住，以防止在恶劣天气下海水进入，也便于气瓶更换。舱口盖24将具有气密密封，以使船舱22内能充满接近外界压力的惰性气体。船舱22配备有一低压导管系统42，如图2a所示，以提供惰性气体环境的初始充注和以后的维护。
本发明设想在装料阶段尽量少或不对气体制冷。一般，仅用到的冷却是在压缩后立即用传统的空气或海水冷却法来将气体温度回复到外界温度附近。然而，气体温度越低，气瓶14中所能储存的量越大。由于压缩天然气在供给过程中的绝热膨胀，钢瓶14将被冷却到一定的程度。保存这些钢的热冷却量，一般保持1到3天时间，以用于下一装料阶段，这是合乎需要。因此，参照图2c，船舱22和舱口24均覆盖有一绝热层26。
参照图3，设有一高压导管28，它包括一适于同岸上终端相连的阀30。设有一低压导管32，它包括-适于同岸上终端相连的阀34。各控制阀20之间延伸有一分导管36，它将各储存容器16同时连接于高压导管28和低压导管32。设有许多阀38控制气体从分导管36向高压导管28中的流量。还有许多阀40控制气体从分导管向低压导管32中的流量。当船12在海上时，万一有一个储存容器必须迅速排气，气体将通过高压导管28输送到一排气架44，进而送至一火炬46处，如图2a所示。如果船系统10设计成可燃烧天然气，则高压和低压导管都会将天然气从容器16向外运送。
如上所述的船12必须作为包括岸上设备的总体运输系统的一部分。压缩天然气船运系统10的全部操作将借助图1、4a和4b来进行描述。图1是天然气一步步处理的流程图。参照图1，天然气由管道1一般在500到700psi的压力下输送到系统。该天然气的一部分可直接通过装运终端3传送到低压导管32，使少量容器16从约200psi的“空”压力升至管道压力。然后，这些容器换接到高压导管28，而另外一些少量空容器打开于低压导管32。管道天然气的一大部分在运输点压缩设备2处被压缩至高压。一旦天然气被压缩，它就通过一海上终端和导管系统3送到压缩天然气运输工具4(本实施例中为船12)上的高压导管28，由此，它使与其相连的那些容器16升压到接近满设计压力(例如2700psi)。成批容器的这种顺序打开和换接称作“滚动装料”。其益处在于，压缩装置2几乎始终在将气体压缩到其满设计压力，这有利于实现最大效率。压缩天然气运输工具4将压缩气体运送到卸料终端5。而后，高压气体排放到一降压设备6中，在那里气体压力减小到接收管道9所需的压力。高压气体的降压能量还可以被用来驱动一低温制冷装置，以产生一小部分可以储存的液化石油气(LPG)、燃气液体和液化天然气6，燃气液体和液化天然气8以后可根据需要再进行汽化，以保持对市场的燃气供给。在燃气供给过程中的某些时刻，压缩天然气运输工具上的燃气压力将会不足以在需要的速度和压力下进行供给。此时，燃气将被送至供给点压缩设备7处，在那里它被压缩到管道9所需的压力。如果上述过程以一次一小组容器16的方式进行，则实现“滚动排空”，这将使压缩装置7在大多数时间都具有设计反压力，因而能最大效率地使用。
不管是否已加入了一液化天然气储存设备，最好是有足够数量的适当载量和速度的压缩天然气运输船12在这样工作，以使得始终有一艘船抛锚于供给点进行排气，除失常情况外。以这样的方式工作，压缩天然气船系统将基本上象天然气管道一样提供均匀水平的供气服务。在一重要的备选实施例中，船的导管和供给压缩站7的规模可建成使得船的货物能在一个相对较短的时间内卸完，约为2-8小时，一般是4小时，而不是在一天半到三天，通常在一天的正常卸货时间内卸完。这种备选方案将允许海上压缩天然气企业向已经拥有足够的基本承载能力的市场供给避峰燃料。
在不脱离如所附权利要求书所限定的本发明的精神和范围的情况下，完全可以对以上所示的实施例进行变型，这对于本技术领域的技术人员来说是显而易见的。

Claims (20)

1．一种压缩燃气运输系统，包括：
一艘船；
多个构造和配置成由所述船运输的压缩燃气储存容器，每个所述压缩燃气储存容器具有多个互相连接的气瓶；
一高压导管，所述高压导管具有用于同岸上终端相连的装置；
一低压导管，所述低压导管具有用于同岸上终端相连的装置；
使各所述压缩燃气储存容器与各所述高压和低压导管连通的装置；以及
选择性地控制各所述压缩燃气储存容器和各所述高压和低压导管之间的压缩燃气流动的阀装置，
因而各所述压缩燃气储存容器可选择性地与各所述高压和低压导管流动连通。
2．如权利要求1所述的压缩燃气运输系统，其特征在于，所述船具有多个货舱，所述多个气瓶垂直定位于所述这些货舱内。
3．如权利要求2所述的压缩燃气运输系统，其特征在于，还包括：
用于每个货舱的一基本气密的舱口盖；以及
为各所述货舱提供惰性气体的装置；
因而各所述货舱可充满所述惰性气体的惰性环境。
4．如权利要求3所述的压缩燃气运输系统，其特征在于，所述货舱和所述基本气密的舱口盖是隔热的。
5．如权利要求2所述的系统，其特征在于，还包括：
位于各所述货舱内的气体泄漏探测设备；以及
将漏气的燃气储存容器中的压缩燃气通到大气环境的装置。
6．如权利要求1所述的系统，其特征在于，还包括：
一建于岸上的设备，包括压缩机装置。
7．如权利要求1所述的系统，还包括：
一接收来自所述船的压缩燃气的岸上终端，
所述岸上终端具有一低温制冷装置，用于将一部分从所述船接收到的所述压缩燃气转变成液化燃气。
8．如权利要求1所述的系统，其特征在于，还包括：
一岸上终端，接收从所述船的所述高压导管和所述船的所述低压导管排出的压缩燃气，并将所述压缩燃气输送到一燃气输送管道，
所述岸上终端具有卸料压缩机装置，用于在将所述燃气从所述低压导管输送到所述管道之前，压缩从所述低压导管接收到的所述燃气。
9．如权利要求8所述的系统，其特征在于，所述高压导管和所述低压导管以及所述卸料压缩机装置的尺寸和结构制成允许所述船在约8小时内基本卸料完毕。
10．如权利要求5所述的系统，其特征在于，所述将漏气的燃气储存容器中的压缩燃气通到大气环境的装置具有一火炬。
11．如权利要求1所述的系统，其特征在于，每个所述多个气瓶能容纳约1000psi到约5000psi的压缩燃气。
12．如权利要求1所述的系统，其特征在于，每个所述压缩燃气储存容器具有不少于3个不多于30个的所述气瓶。
13．如权利要求1所述的系统，其特征在于，所述气瓶由在低碳钢管的两端焊接半球形盖子而制成。
14．如权利要求1所述的系统，其特征在于，所述燃气是天然气。
15．一种将压缩燃气从上游的岸上设备充入一船上储存系统的方法，所述岸上设备适于将压缩燃气从一供给管道以基本等于供给管道压力的第一压力和大于该第一压力的第二压力输送到所述船上，所述船上储存系统具有一适于接收来自所述岸上设备的、在所述第一压力下的燃气的低压导管、一适于接收来自所述岸上设备的、在所述第二压力下的燃气的高压导管和多个燃气储存容器，每个所述燃气储存容器具有多个互相连接的气瓶，所述方法包括以下步骤：
(a)将一第一燃气储存容器连接于所述低压导管；
(b)引导一部分在第一压力下的压缩燃气通过低压导管，以不完全地填充第一燃气储存容器基本达到第一压力；
(c)将第一燃气储存容器与低压导管隔离；
(d)将第一燃气储存容器连接于高压导管；
(e)引导一部分在第二压力下的压缩燃气通过高压导管到达第一燃气储存容器，填充第一燃气储存容器基本达到第二压力；
(f)将一第二燃气储存容器连接于低压导管；以及
(g)继续所述的步骤，直到基本上所有的燃气储存容器都基本上在第二压力下充满压缩燃气。
16．一种将压缩燃气从船上的储存系统排入一下游的岸上设备的方法，所述岸上设备适于进一步将这些压缩燃气以管道压力输送到一下游的燃气管道，所述岸上设备具有对从所述船上接收到的压缩燃气在输送到下游的燃气管道之前进行减压的减压装置和对从所述船上接收到的压缩燃气在输送到所述下游管道之前进行压缩的压缩机装置，所述船上储存系统具有一适于将燃气排到所述减压装置的高压导管和一适于将燃气排到所述压缩机装置和多个燃气储存容器的低压导管，每个所述燃气储存容器具有多个互相连接的气瓶，这些气瓶容纳有基本高于所述下游管道压力的一船上压力下的压缩燃气，所述方法包括以下步骤：
(a)将一第一燃气储存容器连接于所述高压导管；
(b)将一部分所述压缩燃气从所述第一储存容器通过所述高压导管而排到所述减压装置；
(c)将所述第一燃气储存容器与所述高压导管隔离；
(d)将第一燃气储存容器连接于所述低压导管；
(e)引导一部分所述压缩燃气从所述第一燃气储存容器通过所述低压管道而抵达所述压缩机装置；
(f)将一第二燃气储存容器连接于所述高压导管；以及
(g)继续所述的步骤，直到基本上所有的所述燃气储存容器都已将其一部分压缩燃气通过每个所述高压和低压导管排放。
17．如权利要求16所述的方法，其特征在于，允许所述压缩燃气在所述船卸料过程中绝热膨胀。
18．如权利要求17所述的方法，其特征在于，所述压缩燃气的所述绝热膨胀被用来冷却所述多个气瓶；另外还包括这样一个步骤，保持所述气瓶的冷却，直到所述冷却的气瓶被重新充装压缩燃气。
19．如权利要求16所述的方法，其特征在于，所述岸上设备还包括附加的将一部分所述压缩燃气转变成液化燃气的压缩机装置和储存所述液化燃气的储存装置，另外还包括这样一个步骤，引导一部分从所述高压导管排出的所述压缩燃气用来驱动所述附加的压缩机装置。
20．如权利要求19所述的方法，其特征在于，所述压缩燃气是天然气，所述液化燃气是液化天然气(LNG)。
CN96191260A 1995-10-30 1996-10-28 压缩天然气船运系统及将压缩天然气装填或排出船上储存系统的方法 Expired - Lifetime CN1062062C (zh)

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JP4927239B2 (ja) 2012-05-09
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DE69631062D1 (de) 2004-01-22
AR004247A1 (es) 1998-11-04
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