CN1898127A - 船舶的燃气供应配置以及在船舶燃气供应配置中提供气体的方法 - Google Patents
船舶的燃气供应配置以及在船舶燃气供应配置中提供气体的方法 Download PDFInfo
- Publication number
- CN1898127A CN1898127A CNA2004800380804A CN200480038080A CN1898127A CN 1898127 A CN1898127 A CN 1898127A CN A2004800380804 A CNA2004800380804 A CN A2004800380804A CN 200480038080 A CN200480038080 A CN 200480038080A CN 1898127 A CN1898127 A CN 1898127A
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- Prior art keywords
- gas
- gas supply
- storage tank
- combustion gas
- configuration
- Prior art date
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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
- B63B25/14—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed pressurised
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J99/00—Subject matter not provided for in other groups of this subclass
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
- F17C1/002—Storage in barges or on ships
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J99/00—Subject matter not provided for in other groups of this subclass
- B63J2099/001—Burning of transported goods, e.g. fuel, boil-off or refuse
- B63J2099/003—Burning of transported goods, e.g. fuel, boil-off or refuse of cargo oil or fuel, or of boil-off gases, e.g. for propulsive purposes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
- F17C2201/05—Size
- F17C2201/054—Size medium (>1 m3)
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- F17C2205/0335—Check-valves or non-return valves
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- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/03—Mixtures
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- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/04—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by other properties of handled fluid before transfer
- F17C2223/042—Localisation of the removal point
- F17C2223/043—Localisation of the removal point in the gas
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- F17C2223/042—Localisation of the removal point
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Abstract
一种船舶(6)的燃气供应配置(1),适用于在具有缺量空间区段(4.1)和液相区段(4.2)的货舱(4)中运送液化燃气,该配置利用燃气作为燃料来为船舶提供能量,该配置包括:第一燃气供应管线(2),该管线设置成处理货舱内形成的天然汽化燃气;第二燃气供应管线(3),该供应管线连接货舱(4)和燃气主要供应管线(7),并且设置用于升高燃气压力并使其向前泵送的至少一个泵(3.1);其中第二燃气供应管线(3)设置具有缺量空间区段(3.3)和液相区段(3.7)的燃气储槽(3.2),该配置设置连接货舱(4)的液相区段和燃气储槽(3.2)的液相区段的第二供应管线(3)的第一导管区段(3.4),并设置泵(3.1),并且该配置另外设置返回管线(3.14),返回管线连接储槽(3.2)的液相区段和货舱(4),并设置控制阀(3.15),以便控制地将液化燃气返回到货舱(4)。
Description
技术领域
本发明涉及一种如权利要求1的前序部分所述的船舶的燃气供应配置以及涉及一种按照权利要求8的前序部分所述的控制船舶燃气供应配置中的气压的方法
背景技术
具有LNG(液化天然气)油轮的推进系统通常利用货物来供能。在油轮中存储的燃气通过使用隔热罐来配置,在隔热罐中形成缺量空间区段和液相区段。油轮中的压力大致在大气压的大小,并且液化燃气的温度是大约负163℃。虽然油轮的隔热极好,逐渐增加的LNG温度造成形成所谓的天然汽化燃气。天然汽化燃气必须去除,以避免油轮中压力的过度增加。天然汽化燃气可在例如推进系统的油轮消耗装置中利用。但是,天然汽化燃气量不足以提供所有情况下所需的所有推进能量,因此船舶必须设置另外的装置来得到额外的所谓汽化燃气的燃气。另外,燃气作为推进能量源的使用对于燃气的压力大小和稳定性存在要求。
例如,在专利公报FR2722760中表示一种配置,其中液化燃气供应到所谓的增压沸腾蒸发器,其中液化燃气蒸发成气态形式,继而与天然汽化燃气相结合。
EP1348620A1表示一种燃气供应设备,其中天然汽化燃气导入压缩机,压缩机在燃气经由供应管线将其供应消耗之前增加燃气的压力。供应天然汽化燃气的能力通过供应管线处的压力来控制。另外,该设备还包括增压沸腾蒸发器,其中事先泵压到较高压力下的液化燃气进行蒸发。在此配置中,增压沸腾燃气部分在天然汽化燃气的压力增加之后与天然汽化燃气相结合。所提出的这种配置增加了将燃气压缩到给定压力所需的操作。但是,它具有下面讨论的某些问题。
增压沸腾燃气的供应量通过定位在蒸发器之前的开关阀控制,这种控制根据燃气货舱的压力。泵的操作同样通过开关阀根据燃气货舱的压力来控制。燃气货舱和蒸发器之间的管线同样具有将泵送的液化燃气返回燃气货舱的分支。返回部分的数量根据蒸发器之前的燃气管线的压力来控制。此配置中的问题是将泵送液化燃气返回货舱。由于通过泵送和循环略微加热的液化燃气的加热作用,这不是希望的。
由于蒸发器和压缩机的出口侧(供应管线)处的燃气消耗变化,必须控制该过程,使得燃气货舱内和/或供应管线内的压力将不升高太多并且使得可以供应所需量的燃气。在所形成的天然汽化燃气不足或者消耗量突然增加时,燃气货舱的缺量空间减小,并且增压沸腾蒸发器和液化燃气泵的操作启动。在操作泵和蒸发器一会儿之后,该压力将增加到足够大小。接着该泵可关闭并且增压沸腾蒸发器的阀也闭合。特别是由于蒸发器的操作是开关控制的,供应管线内的压力变化不可避免地非常大。由于蒸发器通常设置尺寸成100%消耗,使得控制非常不准确,从而这种情况更加强化。因此,这种控制系统非常复杂,并且同样在一定程度上不稳定。与此情况类似的配置表示在EP1291576A2。
特别是在具有燃气发动机的燃气操作船舶中,必须注意到以下的事实,虽然天然气主要包括甲烷,它还可包括乙烷、丙烷和较重的碳氢化合物。在天然气中还可发现少量的氮、氧、二氧化碳、硫化物以及水。液化过程需要从所产生的天然气中去除某些例如水和二氧化碳的成分。在理想的情况下,有利的是在保留甲烷,这是由于它充分燃烧而不产生任何有害的副产品。在考虑到LNG船舶的货舱中的情况时,明显的是由于其沸点不同以及货舱内的情况,除了甲烷之外,天然汽化燃气包括至少氮。氮的存在减小发动机的性能,并且如果燃气内的氮含量超过某种程度(例如22%),原动机效率减小。所以,希望减小燃气中氮的含量。
发明内容
本发明的目的在于提供一种用于船舶的燃气供应配置,该配置解决了所述的问题和现有技术的其它问题,本发明的另一目的在于提供一种用于在具有液化燃气货舱的船舶的燃气供应配置中控制燃气压力的方法,以便在供应管线储提供恒定的压力和用于船舶的耗能装置的可靠燃气供应。
本发明的目的在所披露的权利要求1和8中大致得以满足,并且在其它权利要求中更加详细地得以满足。下面,将增压参考一种货舱来描述本发明。但是清楚的是船舶可设置多个货舱,每个货舱具有单独的燃气供应配置,或者多个货舱可通过具有公用的燃气供应配置而并行连接。
船舶的燃气供应配置适用于在其具有缺量空间区段和液相区段的货舱中运送液化燃气,该配置利用燃气作为燃料来为船舶提供能量,该配置包括:
第一燃气供应管线,该管线设置成用于处理货舱中形成的天然汽化燃气;
第二燃气供应管线,该管线连接货舱和燃气主要供应管线,并且设置用于升高燃气压力并使其向前泵送的至少一个泵。第二燃气供应管线设置具有缺量空间区段和液相区段的燃气储槽,并且该配置设置将货舱的液相区段连接到燃气储槽的液相区段上的第二燃气供应管线的第一导管区段,并且设置泵,另外该配置设置将储槽的液相区段和货舱连接的返回管线,返回管线设置控制阀,以便控制地将液化燃气返回到货舱。这使其可以控制和保持储槽内的所需温度,并因此实现将较重的碳氢化合物与从储槽向前供应到消耗装置的燃气分开。因此,燃气中的甲烷浓度增加,有利于燃气发动机的操作。
按照本发明的实施例的第一燃气供应管线连接货舱的缺量空间区段和燃气主要供应管线,并且设置用于控制液化燃气货舱和燃气主要供应管线内的压力的压缩机。但是,在某些应用中,天然汽化燃气的处理包括燃气重新液化设备和回到货舱的返回通道。
第二燃气供应管线的第一导管区段和返回管线最好通过第一热交换器装置相互形成热传递关系,使得来自于货舱的液化燃气可预先加热并且返回燃气冷却。热传递关系使其在储槽中容易保持所需温度。燃气储槽设置温度测量装置,该温度测量装置适用于作用在控制阀的操作上。回到货舱内的返回燃气的流速根据储槽内的测量温度进行控制。由于储槽内的温度保持在大约负100℃,从货舱供应燃气对于储槽内的温度具有增加的作用。
储槽设置组合式温度/压力控制单元,通过该单元,燃气可从储槽的液相区段蒸发。储槽的组合式温度/压力控制单元包括第二热传递装置,以便将热量施加在储槽内的液化燃气上。第二热传递装置设置控制装置,以响应储槽内的燃气压力。储槽设置表面水平控制配置,以便控制液相区段的表面水平。
在具有带有缺量空间区段和液相区段的液化燃气货舱和燃气消耗装置的船舶的燃气供应配置中提供燃气的方法中,其中来自于货舱的燃气经由燃气供应管线引导到消耗装置,燃气供应管线设置泵,以便升高液化燃气的压力并且使其向前泵送。燃气供应管线的燃气供应到具有缺量空间区段和液相区段的储槽内,其中储槽临时存储燃气,并且燃气从中引导到燃气消耗装置,并且储槽内的温度保持在所需大小,使得燃气的所需一种或多种公知成分蒸发并且不蒸发的液化燃气的至少一部分返回的货舱。以此方式,储槽内蒸发的燃气的浓度增加。
燃气供应管线种的燃气压力通过控制储槽的液相区段的温度来控制。
本发明具有多种优点。首先,由于通过加热液化燃气来控制压力的新型方式,压力控制非常准确。采用本发明,还可以提供通过将重的碳氢化合物和燃气分开来为燃气发动机操作提供更加适合的燃气。另外,本发明在到达货舱的连接必须切断的情况下提供一种用于消耗装置的燃气燃料的缓冲器。
附图说明
下面,本发明将参考示意附图进行描述,其中:
图1表示按照本发明的燃气供应配置的优选实施例。
具体实施方式
图1示意表示例如LNG油轮的船舶6的截面图。船舶6适用于在其货舱内运送液化燃气。通常在油轮中具有多个货舱,但是在图1中只表示一个货舱4,以便清楚表示。货舱4进行填充,使得总是具有填充气态燃气的缺量空间区段4.1和填充液化燃气的液相区段4.2。在存储液化燃气时,燃气蒸发以改变其状态,并且传送到缺量空间区段4.1。所谓的天然汽化燃气的蒸发燃气可以在船舶6的消耗装置5中利用。消耗装置5最好是提供推进动力的燃气发动机。在附图1中,只表示一个消耗装置5,但是清楚的是可以有多个这种装置。
在此实施例中,船舶6设置燃气供应配置1,该配置包括第一燃气供应管线2和第二燃气供应管线3。第一燃气供应管线2从货舱4的缺量空间区段4.1延伸到通向消耗装置5的燃气主要供应管线7。第一燃气供应管线2适用于经由主要供应管线7将蒸发的汽化燃气从货舱4输送到船舶6的消耗装置5。货舱4内的压力保持略微过压。第一燃气供应管线2设置压缩机2.1以便将汽化燃气的压力升高到消耗装置5所使用的足够大小。燃气主要供应管线7的压力大小必须保持在适当压力下,但是在最大设计阈值之下。较低的阈值通常通过船舶的作为消耗装置5的燃气发动机的要求来确定。压缩机2.1的能力通过利用设置在货舱缺量空间内的测量装置10来控制,使得货舱内的压力保持在某种设计阈值内。压缩机2.1操作也取决于燃气主要供应管线7内的压力。燃气主要供应管线7因此设置利用另一压力测量装置10.1,该装置传递压力值以用于压缩机2.1的控制过程。只要燃气主要供应管线7内的压力不达到其较高阈值,压缩机就保持操作。压缩机可设置例如入口叶片控制器,该控制器使得该能力可以进行某种变化。在燃气主要供应管线(装置10.1测量)的压力减小,同时装置10所测量的货舱内的压力过低的情况下,必须提供另一种产生气态燃气的方式。
第一燃气供应管线2的目的主要是保持货舱4内的适当压力大小,并且在某些应用种可以设想到用重新液化系统来代替它,并且利用该配置的第二燃气供应管线3,如下面描述那样。
所述可选择的产生燃气的方式通过设置在燃气供应配置1内的第二燃气供应管线3来实现。第二燃气供应管线3配置成例如在天然汽化燃气形成量不足时,将液化燃气转换出成气态形式。第二供应管线3基本上是第一供应管线2的平行线,从货舱4引导到主要供应管线7。因此,它设置液化燃气泵3.1,以便将液化燃气的压力升高到略微大于主要供应管线7的压力大小,并且用于将液化燃气输送到设置在第二燃气供应管线3内的燃气储槽3.2内。泵3.1最好浸入货舱4的液相区段4.2内,使其经由第二燃气供应管线3的第一导管区段3.4泵送液化燃气。第一导管区段3.4最好设置止回阀或自动控制闭合阀3.12,以便防止液化燃气返回到货舱4。至少泵3.1和阀3.12(如果不是止回阀)在设置在储槽3.2内的表面水平控制配置8的控制下操作。泵至少在其较低阈值8.1时启动,并且泵运转直到表面升高到其较高阈值8.2。最好是表面阈值选择成使得储槽最低填充20%,而最高填充80%。泵3.1的输出最好选择成使得在填充过程中表面的上升速度相对低。以此方式,储槽3.2的填充对于储槽3.2的缺量空间区段3.3内的燃气压力具有最小影响。上升表面对于压力的影响可至少部分通过适当控制储槽温度控制单元来补偿,该单元将在下面描述。由于燃气的性能,即气态形式的燃气容积大约是液态形式的燃气容积的600倍,泵3.1的输出可以此方式选择,而不损害燃气形成能力。通常货舱4设置所谓的喷射泵,并且泵3.1可以是分开的泵或喷射泵。
在储槽3.2内形成气态燃气部分通过将缺量空间区段3.3布置在储槽内来实现,即考虑到液化燃气的表面较高阈值8.2不过高。但是,燃气蒸发以及同时缺量空间区段3.3内压力大小通过蒸发储槽3.2内的液相区段3.7的燃气来控制。实际上该配置设置组合式温度/压力控制单元3.6,这意味着压力通过利用热量来间接控制。该单元包括与储槽相结合设置的压力传感器9,根据压力传感器的测量值控制液相区段3.7的温度。换言之,液化燃气的一部分被加热或者至少部分蒸发。控制原理取决于温度越高、燃气蒸发越大的事实。这样,当然根据消耗,在液相区段3.7被加热时,气态燃气形成以及压力增加。
液相区段3.7中液化燃气的加热通过加热装置来实现。按照本发明的优选实施例的第二热传递装置包括其中液化燃气经由管3.10流入和流出的外部热交换器3.9。液化燃气通过热交换器3.9的另一侧3.8内流动的例如乙二醇和水的混合物的热传递介质加热。循环泵(未示出)可有助于液化燃气的流动,但是管道可以设置尺寸,从而可以根据密度差别出现自由循环。热传递速度以及液化燃气的加热和蒸发通过阀9.1控制,该阀控制液化燃气流入热交换器3.9。热传递介质可以是例如乙二醇和水的混合物或蒸汽,但特别是任何适当的热源,也可以利用电加热器。
来自于储槽的燃气经由第二燃气供应管线3的第二导管区段3.5引导到燃气主要供应管线7。在汽化燃气的输出(第一燃气供应管线2)不足以满足消耗要求时,主要供应管线7以及货舱4的缺量空间区段内的压力适当增加。随后来自于储槽3.2的缺量空间3.3的燃气将允许流过第二导管区段3.5进入燃气主要供应管线7。这在缺量空间3.3内造成通过传感器9检测的略微的压力降。测量值传递到控制装置(出于清楚原因未示出),控制装置发送指令到阀9.1,以便启动开启运动。因此,继而允许液化燃气从燃气储槽3.2流入其中液化燃气的温度升高的热交换器3.9中,它还可以至少部分蒸发。由于液化燃气温度升高,它将开始流回储槽3.4。以此方式,燃气蒸发增加,并且补偿缺量空间区段3.3内的压力降。在使用其它类型的加热装置时,其输出功率将通过压力传感器9来控制。
这种压力控制配置非常稳定并且容易调节,以便将供应管线压力保持在所需阈值内。另外,储槽3.2例如在必须切断货舱4和船舶燃气供应的情况下提供缓冲。例如,在端口排放货舱4时,有利的是具有某些缓冲容积,因此储槽3.2可设置尺寸,以便具有与经由燃气主要供应管线7供应至少四个小时的燃气消耗量相对应的容积。
来自于燃气储槽3.2的燃气供应根据所测量的燃气流速来控制。根据主要燃气供应管线7内以及货舱4的缺量空间区段存在的压力,预先确定目标流速值。以此方式,根据燃气主要供应管线7和货舱4内的压力测量值直接控制第一供应管线2。第二燃气供应管线3根据基于压力的燃气流速的预定目标流速来控制。实际测量流速与目标值比较。对于每对燃气主要供应管线压力和货舱压力来说,通过经验确定目标燃气流速值,并接着存储在该配置的控制系统(未示出)中。因此形成目标数值,例如两维表格,其中对于通过第二供应线3的第二导管区段的增压汽化燃气来说,压力的每个组合具有某个目标流速。第二导管区段3.5因此设置流动计量装置3.42和控制阀3.41。例如在燃气主要供应管线7的压力低,同时货舱压力低时,燃气目标流速增加,并且阀3.41更加开启,直到装置3.42测量的实际流速大致等于目标数值为止。以此方式,不存在两种并行的控制系统,并且压力控制非常稳定。
储槽3.2还设置返回管道3.14,返回管道从储槽的液相区段引导到货舱4。返回管道3.14设置阀3.15,以便控制液化燃气的流动。阀3.15响应储槽3.2内的温度,该温度通过结合燃气储槽3.2设置的温度测量装置11来测量。在温度过高的情况下,阀3.15开启,并且来自于储槽3.2的液相区段的燃气将流回到货舱4。在需要时,通过经由第一导管区段3.4从货舱进行供应来补偿返回流动。由于货舱内的温度大约是负163℃,供应到储槽3.2的液体将降低储槽内的温度。为了预先加热供应到储槽的液化燃气并冷却燃气的返回部分。通过第一热交换器装置3.16,流动相互之间是热传递关系。通过保持适当的温度,如上所述在储槽3.2中的大约负100℃,可有助于分离燃气中所含成分,使得燃气中的一种或多种公知成分蒸发,并且燃气的某些部分返回到货舱4。特别是,较重的碳氢化合物可与燃气分离,使得向前供应的燃气中的甲烷百分比增加。这种配置有利于作为消耗装置5的燃气发动机的操作。
在燃气发动机的应用中,有利的是确定所产生燃气的氮含量。因此,按照本发明,该配置设置定位在燃气供应管线7处的燃气密度测量装置12。这形成确定通过第二燃气供应管线3供应的燃气中氮含量的简单和可靠的方式。现在,由于从储槽3.2提供的燃气主要包括甲烷和氮,可以确定燃气中氮的含量。由于知道氮的密度和天然气的密度并且测量燃气密度,氮的百分比可通过以下公式来确定:
氮百分比=(测量的燃气密度-甲烷密度)/(氮密度-甲烷密度)
此信息可例如用来确定消耗装置5中使用的燃气量。
在储槽3.2填充过程中,由于上升的表面高度,缺量空间3.3内的压力部分增加,这通过压力传感器9记录,该信息也传递到温度控制单元3.6。
图1的控制关系以虚线示意表示,以便简明目的。但是清楚的是控制系统可通过多种方式实现,使用集中式和分布式控制配置。
本发明不局限于所示的实施例,相反可以设想在所附权利要求的范围内的本发明的多种变型。
Claims (9)
1.一种船舶(6)的燃气供应配置(1),适用于在具有缺量空间区段(4.1)和液相区段(4.2)的货舱(4)中运送液化燃气,该配置利用燃气作为燃料来为船舶提供能量,该配置包括:
第一燃气供应管线(2),该管线设置成处理货舱内形成的天然汽化燃气;
第二燃气供应管线(3),该供应管线连接货舱(4)和燃气主要供应管线(7),并且设置用于升高燃气压力并使其向前泵送的至少一个泵(3.1);
其特征在于第二燃气供应管线(3)设置具有缺量空间区段(3.3)和液相区段(3.7)的燃气储槽(3.2),该配置设置连接货舱(4)的液相区段和燃气储槽(3.2)的液相区段的第二供应管线(3)的第一导管区段(3.4),并设置泵(3.1),并且该配置另外设置返回管线(3.14),返回管线连接储槽(3.2)的液相区段和货舱(4),并设置控制阀(3.15),以便控制地将液化燃气返回到货舱(4)。
2.如权利要求1所述的燃气供应配置(1),其特征在于,第二燃气供应管线(3)的第一导管区段(3.4)和返回管线(3.14)通过第一热交换器装置(3.16)相互形成热传递关系。
3.如权利要求1所述的燃气供应配置(1),其特征在于,燃气储槽(3.2)设置适用于作用于控制阀(3.15)操作的温度测量装置(11)。
4.如权利要求1所述的燃气供应配置(1),其特征在于,储槽(3.2)设置组合式温度/压力控制单元(3.6)。
5.如权利要求3所述的燃气供应配置(1),其特征在于,储槽(3.2)的组合式温度/压力控装置(3.6)包括用于将热量施加在储槽(3.2)内的液化燃气上的第二热传递装置(3.9、3.9’)。
6.如权利要求1所述的燃气供应配置(1),其特征在于,储槽(3.2)设置用于控制液相区段(3.7)的表面水平的表面水平控制配置(8)。
7.如权利要求2所述的燃气供应配置(1),其特征在于,第二热传递装置(3.9)设置响应储槽(3.2)内的燃气压力的控制装置(9、9.1)。
8.一种在具有带有缺量空间区段(4.1)和液相区段(4.2)的液化燃气货舱(4)和燃气消耗装置(5)的船舶(6)的燃气供应配置中提供燃气的方法,在该配置中,燃气经由燃气供应管线(3)引导到消耗装置(5),该管线连接货舱(4)的液相区段(4.2)和燃气消耗装置(5),燃气供应管线(3)设置泵(3.1),以便升高液化燃气的压力并且使其向前泵送,其特征在于,在燃气供应管线中,燃气供应到具有缺量空间区段(4.1)和液相区段(4.2)的储槽(3.2)内,其中储槽(3.2)临时存储燃气,并且燃气从中引导到燃气消耗装置(5),并且储槽(3.2)内的温度保持在所需大小,使得燃气的所需一种或多种公知成分蒸发,并且不蒸发的液化燃气的至少一部分返回的货舱(4)。
9.如权利要求11所述的控制燃气压力的方法,其特征在于,燃气供应管线(3)中的燃气压力通过控制储槽(3.2)的液相区段(3.7)的温度(9、9.1、3.6)来控制。
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US11698169B2 (en) | 2016-12-23 | 2023-07-11 | Shell Usa, Inc. | Vessel for the transport of liquefied gas and method of operating the vessel |
CN114787030A (zh) * | 2019-12-19 | 2022-07-22 | 三菱造船株式会社 | 船舶 |
Also Published As
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NO20063272L (no) | 2006-07-14 |
CN100436253C (zh) | 2008-11-26 |
FI20031848A0 (fi) | 2003-12-18 |
CN100473581C (zh) | 2009-04-01 |
KR101155786B1 (ko) | 2012-06-12 |
DE602004032377D1 (de) | 2011-06-01 |
EP1694559B1 (en) | 2009-07-01 |
EP1694559A1 (en) | 2006-08-30 |
KR20060125807A (ko) | 2006-12-06 |
DE602004021848D1 (de) | 2009-08-13 |
JP2007516398A (ja) | 2007-06-21 |
CN1898125A (zh) | 2007-01-17 |
EP1694557B1 (en) | 2011-04-20 |
WO2005058692A1 (en) | 2005-06-30 |
FI20031848A (fi) | 2004-01-13 |
EP1694557A1 (en) | 2006-08-30 |
ATE435150T1 (de) | 2009-07-15 |
PL380014A1 (pl) | 2006-12-11 |
JP2007514597A (ja) | 2007-06-07 |
US20070175226A1 (en) | 2007-08-02 |
FI118680B (fi) | 2008-02-15 |
PL380015A1 (pl) | 2006-12-11 |
KR101093329B1 (ko) | 2011-12-14 |
US7497180B2 (en) | 2009-03-03 |
PL212456B1 (pl) | 2012-10-31 |
JP4597140B2 (ja) | 2010-12-15 |
KR20060118549A (ko) | 2006-11-23 |
US20070051114A1 (en) | 2007-03-08 |
NO20063271L (no) | 2006-07-14 |
PL208380B1 (pl) | 2011-04-29 |
JP4778912B2 (ja) | 2011-09-21 |
WO2005058684A1 (en) | 2005-06-30 |
ATE506247T1 (de) | 2011-05-15 |
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