EP3803190B1 - Procede de gestion des niveaux de remplissage de cuves - Google Patents

Procede de gestion des niveaux de remplissage de cuves Download PDF

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Publication number
EP3803190B1
EP3803190B1 EP19736422.7A EP19736422A EP3803190B1 EP 3803190 B1 EP3803190 B1 EP 3803190B1 EP 19736422 A EP19736422 A EP 19736422A EP 3803190 B1 EP3803190 B1 EP 3803190B1
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EP
European Patent Office
Prior art keywords
tanks
transfer
probability
liquid
scenario
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP19736422.7A
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German (de)
English (en)
French (fr)
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EP3803190A1 (fr
Inventor
ROMAIN Pasquier
Eric GERVAISE
Nicolas LEROUX
Bruno ROBILLART
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Gaztransport et Technigaz SA
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Gaztransport et Technigaz SA
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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
    • F17C6/00—Methods and apparatus for filling vessels not under pressure with liquefied or solidified gases
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • 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
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • F17C13/021—Special adaptations of indicating, measuring, or monitoring equipment having the height as the parameter
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0147—Shape complex
    • F17C2201/0157—Polygonal
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/052—Size large (>1000 m3)
    • 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
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/013—Two or more vessels
    • F17C2205/0134—Two or more vessels characterised by the presence of fluid connection between vessels
    • 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
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • 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
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • 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
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/033—Small pressure, e.g. for liquefied gas
    • 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
    • F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
    • F17C2225/01—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the phase
    • F17C2225/0146—Two-phase
    • F17C2225/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2225/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • 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
    • F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
    • F17C2225/03—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the pressure level
    • F17C2225/033—Small pressure, e.g. for liquefied gas
    • 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
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0128—Propulsion of the fluid with pumps or compressors
    • F17C2227/0135—Pumps
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/032—Control means using computers
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/036—Control means using alarms
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0408—Level of content in the vessel
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0439—Temperature
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0465—Vibrations, e.g. of acoustic type
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0473—Time or time periods
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0482—Acceleration
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/06—Controlling or regulating of parameters as output values
    • F17C2250/0605—Parameters
    • F17C2250/061—Level of content in the vessel
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/06—Controlling or regulating of parameters as output values
    • F17C2250/0605—Parameters
    • F17C2250/0636—Flow or movement of content
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/06—Controlling or regulating of parameters as output values
    • F17C2250/0689—Methods for controlling or regulating
    • F17C2250/0694—Methods for controlling or regulating with calculations
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/07—Actions triggered by measured parameters
    • 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
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/01—Improving mechanical properties or manufacturing
    • F17C2260/016—Preventing slosh
    • 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
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Definitions

  • the invention relates to the field of tanks arranged in a floating structure such as a ship, such as sealed and thermally insulating tanks, with membranes.
  • the invention relates to the field of sealed and thermally insulating tanks for the storage and/or transport of liquefied gas at low temperature, such as tanks for the transport of Liquefied Petroleum Gas (also called LPG) having for example a temperature between -50°C and 0°C, or for the transport of Liquefied Natural Gas (LNG) at around -162°C at atmospheric pressure.
  • LPG Liquefied Petroleum Gas
  • LNG Liquefied Natural Gas
  • the liquefied gas is LNG, namely a mixture with a high methane content stored at a temperature of approximately -162° C. at atmospheric pressure.
  • Other liquefied gases can also be considered, in particular ethane, propane, butane or ethylene.
  • Liquefied gases can also be stored under pressure, for example at a relative pressure between 2 and 20 bars, and in particular at a relative pressure close to 2 bars.
  • the tank can be made using different techniques, in particular in the form of an integrated membrane tank or a self-supporting tank.
  • the liquid contained in a tank is subjected to various movements.
  • the movements of a ship at sea for example under the effect of climatic conditions such as the state of the sea or the wind, cause the liquid in the tank to be stirred.
  • the agitation of the liquid generally referred to as "sloshing" or sloshing, generates stresses on the walls of the tank which can affect the integrity of the tank.
  • the integrity of the tank is particularly important in the context of an LNG tank due to the flammable or explosive nature of the transported liquid and the risk of a cold spot on the steel hull of the floating unit.
  • LNG carriers In order to reduce the risks of damage to the tanks linked to the movement of liquid in the tanks, LNG carriers generally sail with empty or, on the contrary, full tanks. Indeed, in an empty tank, the residual liquid contained in the tank has a limited weight and generates only low stresses on the walls of the tanks. In a full tank, the residual space not occupied by the liquid in the tank is limited, which accordingly limits the freedom of movement of the liquid in the tank and therefore the force of the impacts on the walls of the tank. Thus, LNG carriers must generally navigate with tanks filled to less than 10% of their capacity or, on the contrary, to more than 70% of their capacity in order to limit the risks of degradation of the walls of the tanks linked to the impacts of moving liquid in the the tanks.
  • This filling state of the tanks represents an ideal theoretical filling state which is not always possible to achieve.
  • the ship may have to put to sea with partially filled tanks.
  • the operations of loading and unloading the liquid contained in the tanks are long operations that it is therefore necessary to stop prematurely in the event of an alert requiring an emergency departure.
  • Such alerts can be linked to many reasons such as for example a natural disaster such as a tsunami, an earthquake or even an alert linked to a degradation of the port facilities.
  • An idea underlying certain embodiments of the invention is to limit the risks linked to the movement of liquid in a ship at sea comprising a plurality of partially filled tanks.
  • An idea behind certain modes embodiment of the invention is to transfer the liquid between tanks having filling levels at risk of degradation to obtain filling levels of said tanks with a lower risk of degradation.
  • An idea underlying certain embodiments of the invention is to provide one or more transfer scenarios making it possible to pass from an initial filling state of the tanks to a target filling state of said tanks.
  • An idea at the base of certain embodiments of the invention is to transfer the liquid between the tanks according to a transfer scenario presenting a satisfactory level of security during the course of said transfer scenario. For this, an idea underlying certain embodiments of the invention is to calculate the probabilities of damage to the tanks during the course of one or more transfer scenarios.
  • the method according to the invention defines at least one liquid transfer scenario (liquefied gas), preferably a plurality of liquid transfer scenarios, between the tanks in such a way that an operator, or the crew, is able to choose the scenario he wants.
  • the plurality of scenarios proposed to the operator all aim to reduce the risk of damage to the tanks, however these scenarios may differ from each other with regard to the time required for their completion as well as the final fillings of each of the tanks.
  • the risk of degradation of the tanks is assessed for the transfer scenario by taking into account the successive filling levels of the tanks during the transfers.
  • the risk of damage to the tanks is calculated not only for the target state to be reached but also during the liquid transfer.
  • the invention allows the crew or an operator to return as quickly as possible to a secure situation, for example when a storm requires the departure of the boat from its home base or in the event of an obligation to leave the boat quickly.
  • such a management method may comprise one or more of the following characteristics.
  • the target state has a probability of damage to the tanks lower than the probability of damage to the tanks of the initial state.
  • a vessel having partially filled tanks can be secured by transferring the liquid contained in said tanks between them to reach a more secure filling state of the tanks.
  • the management method further comprises, if the probability of damage to the tanks satisfies the acceptance criterion, transferring the liquid between the tanks in accordance with said transfer scenario.
  • the management method further comprises the step of providing a transfer capacity parameter defining a transfer capacity between the tanks, the transfer scenario being determined according to said transfer capacity parameter between the tanks .
  • the transfer capacity parameter includes a pump number parameter for one, some or each tank.
  • the transfer capacity parameter comprises a pumping rate parameter of the pump(s) of the tanks.
  • the transfer capacity parameter includes a tank volume parameter.
  • the transfer capacity parameter between the tanks comprises one or more diameter parameters of the connection pipes between the tanks.
  • the environmental parameter or parameters comprise one or more of the following parameters: the height of the wind sea, the height of the swell, the period of the wind sea, the period of the swell, the direction of the sea of the wind, the direction of the swell, the force of the wind, the direction of the wind, the force of the current, the direction of the current, the relative direction of the wind, of the swell, of the current, of the sea of the wind by relation to the ship.
  • the environmental parameter(s) includes the height of the sea or the height of the swell, and even more preferably the height of the sea and the height of the swell are the two environmental parameters considered at least by the method according to invention.
  • the calculation of the probability of damage to the tanks is carried out according to at least one parameter chosen from the group of parameters comprising the movements of the ship, the levels of the impacts of liquid on the walls of the tank, the statistical behavior of the impacts of liquid movements, the resistance of the tanks according to the position in said tanks, the time spent in different filling levels, the rate of gas evaporation induced by the transfer of liquid, the state of loading of the ship's structure.
  • the damage probability calculation considers at least the statistical behavior of the impacts of liquid movements or the time spent in different filling levels, and even more preferably the statistical behavior of the impacts of liquid movements and the time spent in different levels of filling are the two parameters considered at least for the calculation of damage.
  • the filling level of a tank is determined by the height of liquid in said tank. According to another embodiment, the filling level of a tank is determined by a volume of liquid contained in said tank.
  • the management method further comprises the step of determining a parameter in real time and taking said parameter into account to determine the transfer scenario.
  • the management method further comprises the step of determining a parameter in real time and taking said parameter into account to determine the calculation of the probability of damage to the tanks.
  • the ship comprises one or more sensors making it possible to provide a parameter of the transfer scenario in real time, in particular the initial filling levels, the capacities of the tanks, the flow rates of the pumps, etc.
  • the ship comprises one or more sensors making it possible to provide a parameter for calculating the probability of damage to the tanks in real time, in particular the movements of the ship, the environmental parameters, etc.
  • the ship comprises a database comprising data corresponding to one or more parameters of the transfer scenario.
  • the ship comprises a database comprising data corresponding to one or more parameter parameters of the calculation of the probability of damage to the tanks.
  • the acceptance criterion is a criterion of risk of damage to the tanks during the transfer scenario.
  • a sea state can be broken down into a sea of wind and swell, or even cross swell.
  • a sea state can be defined with several components.
  • the probability density Prob tk_n (Pres surf >Res surf ,tk_n,SC(fl_n) is predefined.
  • the vessel damage probability densities or densities are predefined from laboratory liquid movement tests.
  • the vessel damage probability laws are predefined by means of data acquisition campaigns on ships at sea.
  • the method further comprises the step of continuously monitoring real successive states of the tanks during the transfer period and, in response to the detection of a discrepancy between the real successive states of the tanks and successive provisional states of tanks determined by the transfer scenario, repeating the process defined above.
  • one or more scenarios can thus be determined for one, several or each target state.
  • the transfer scenario is selected according to the probability of damage to the tanks, for example to minimize this probability.
  • the scenario is selected according to the acceptance criterion.
  • the scenario can be selected based on various acceptance criteria. According to one embodiment, the scenario is selected according to the time spent exposed to the risk of damage to the tanks linked to the movements of liquid in the tanks. According to another embodiment, the scenario is selected according to the transfer duration of the scenarios. According to one embodiment, the scenario is selected according to a volume of gas available in the tanks at the end of the transfer scenario to supply means of propulsion of the vessel, for example an engine consuming gas.
  • certain parameters such as for example the level of movement of liquid in the tanks, the movements of the ship and/or the weather are determined in real time, for example by on-board sensors.
  • certain parameters such as for example the level of movement of liquid in the tanks, the movements of the ship and/or the weather are determined by prediction.
  • the liquid is a liquefied gas, for example liquefied natural gas.
  • the management system further comprises data acquisition means, for example one or more sensors or one or more means for data entry by an operator.
  • the management system further comprises a data display means.
  • the means of the management system for carrying out the steps indicated above are or comprise at least one processor and at least one memory comprising an integrated software module.
  • Such a method or system for managing tank filling levels can be installed in a floating, coastal or deep-water structure, in particular an LNG carrier, a floating storage and regasification unit (FSRU), a floating production unit and remote storage (FPSO), a barge and others.
  • FSRU floating storage and regasification unit
  • FPSO floating production unit and remote storage
  • the invention also provides a vessel for transporting a cold liquid product comprising a double hull, a plurality of tanks and the aforementioned management system.
  • a ship 1 comprising a double hull forming a supporting structure in which are arranged a plurality of watertight and thermally insulating tanks.
  • a carrier structure has for example a polyhedral geometry, for example of prismatic shape.
  • Such sealed and thermally insulating tanks are provided for example for the transport of liquefied gas.
  • the liquefied gas is stored and transported in such tanks at a low temperature, which requires thermally insulating tank walls in order to maintain the liquefied gas at this temperature. It is therefore particularly important to maintain the integrity of the walls of the tanks intact, on the one hand to preserve the tightness of the tank and avoid leaks of liquefied gas from the tanks and, on the other hand, to avoid degradation of the insulating characteristics. of the tank in order to maintain the gas in its liquefied form.
  • Such watertight and thermally insulating tanks also comprise an insulating barrier anchored to the double ship hull and carrying at least one watertight membrane.
  • such tanks can be made according to Mark III ® type technologies, as described for example in FR2691520 , of the NO96 ® type as described for example in FR2877638 , or other as described for example in WO14057221 .
  • the figure 1 illustrates a ship 1 comprising four watertight and thermally insulating tanks 2 .
  • the tanks 2 are interconnected by a cargo handling system (not shown) which may include many components, for example pumps, valves and pipes so as to allow the transfer of liquid from the one of the tanks 2 to another tank 2.
  • a cargo handling system (not shown) which may include many components, for example pumps, valves and pipes so as to allow the transfer of liquid from the one of the tanks 2 to another tank 2.
  • the four tanks 2 present on the figure 1 an initial filling state. In this initial state, the tanks are partially filled. A first tank 3 is filled to approximately 60% of its capacity. A second tank 4 is filled to approximately 35% of its capacity. A third tank 5 is filled to approximately 35% of its capacity. A fourth tank 6 is filled to approximately 40% of its capacity.
  • the ship includes a filling level management system, one embodiment of which is illustrated in figure 4 and whose method of operation is illustrated by the picture 2 .
  • the tank filling level management system hereinafter the management system, first requires knowing the initial filling state of the tanks 3, 4, 5, 6.
  • the filling levels initial filling levels of the tanks 3, 4, 5, 6 are provided to the management system during a first step 7.
  • These initial filling levels can be provided manually by an operator by means of an acquisition interface of the management system or well obtained automatically by any suitable means, for example by means of tank filling level sensors 3, 4, 5, 6 (see figure 4 ).
  • These filling levels are for example defined as a percentage of height of liquid in tank 3, 4, 5, 6.
  • the management system determines during a second step 8 a target filling state of the tanks 3, 4, 5, 6.
  • this target filling state the liquid transported by the ship 1 is distributed between the tanks 3, 4, 5, 6 so as to limit the risks associated with the movement of the liquid in the tanks 3, 4, 5, 6.
  • the management system determines a target filling state in which all of the liquid transported by the ship is distributed between the different tanks in such a way as to limit the risks linked to the movement of liquid in the tanks.
  • the management system determines a target filling state in which the liquid transported by the ship is distributed between the tanks 3, 4, 5, 6 so that the tanks are filled to more than 70% or on the contrary to less than 10%.
  • the picture 3 illustrates the ship of the figure 1 in such a target filling state of the tanks 3, 4, 5, 6 making it possible to limit the risks associated with the movement of liquid in said tanks 3, 4, 5, 6.
  • the first tank 3 is filled to 95%
  • the second tank 4 and the third tank 5 are filled to 5%
  • the fourth tank 6 is filled to 95%.
  • the space not occupied by the liquid contained in the tanks 3, 6 is therefore reduced. This reduced residual space limits the movements of said liquid in said tanks 3, 6 and therefore the force of the impacts associated with said movements of said liquid.
  • the first tank 3 and the fourth tank 6 present a risk of degradation linked to the movement of limited liquid.
  • the second tank 4 and the third tank 5 present a risk of degradation linked to the movements of limited liquid because the liquid contained in said second and third tanks 4, 6 has an insufficient weight to generate significant impacts on the walls of said tank 4, 5.
  • the management system then calculates (step 9) a plurality of transfer scenarios making it possible to pass from the initial filling state to the target filling state.
  • These transfer scenarios are calculated from the initial filling levels in tanks 3, 4, 5, 6 and the characteristics of ship 1.
  • the characteristics of ship 1 taken into account for calculating the transfer scenarios include at least least one of the parameters among the number of pumps in the tanks 3, 4, 5, 6, the pumping capacities of the pumps, the volume of the tanks 3, 4, 5, 6, the diameters of the pipes connecting the tanks 3, 4, 5, 6 between them.
  • the management system calculates from this data all the possibilities of tank-to-tank transfer, which gives a list of tank-to-tank transfer scenarios to reach the target filling levels from the initial filling levels.
  • Each transfer scenario defines a plurality of transfer phases between the tanks 3, 4, 5, 6. More particularly, each transfer phase defines, for each tank 3, 4, 5, 6 and depending on the liquid transfer capacities between the different tanks 3, 4, 5, 6, one or more flows of liquid to be transferred between the tanks 3, 4, 5, 6.
  • the management system defines for each transfer phase a filling level at the start of the phase, an end-of-phase filling level as well as a transfer time required to pass from the start-of-phase filling level to the end-of-phase filling level.
  • Step 10 the management system calculates (Step 10) for each scenario the risks of degradation of the tanks 3, 4, 5, 6 during the progress of said transfer scenario.
  • the management system also calculates a probability of damage to the tanks 3, 4, 5, 6 during said transfer scenario.
  • This probability of damage to the tanks 3, 4, 5, 6 is calculated according to numerous parameters. Several quantities must be estimated by statistical or physical calculation, by real-time, on-board or test measurements in order to calculate these probabilities of damage to tanks 3, 4, 5, 6.
  • the parameters that can be taken into account for the calculation of damage to the tanks 3, 4, 5, 6 can comprise movement parameters of the ship 1, environmental conditions parameters of the ship 1, structural parameters of the ship 1 or even parameters related to the liquid contained in tanks 3, 4, 5, 6.
  • the ship's motion parameters are, for example, ship's motion parameters according to the six degrees of freedom of the ship (surging, lurching, heaving, rolling, pitching, yawing) which can be represented in the form of motion, speed, temporal or spectral acceleration.
  • These vessel motion parameters may also include the vessel's course in terms of course, speed and GPS position.
  • the environmental conditions parameters are mainly related to the weather. These parameters of environmental conditions include for example the height of the wind sea, the height of the swell, the period of the wind sea, the period of the swell, the direction of the wind sea, the direction of the swell, the force of the wind, the direction of the wind, the force of the current, the direction of the current, the relative direction of the wind, the swell, the current, the sea of the wind in relation to the ship.
  • the structural parameters of ship 1 include, for example, the resistance of the walls of the tanks 3, 4, 5, 6 as a function of the position on the tank, the resistance of the insulation system of the tanks 3, 4, 5, 6 as a function of the position on the tank or even the statistical behavior of the impacts of liquid movements.
  • the parameters related to the liquid contained in the tanks 3, 4, 5, 6 are, for example, the levels (force, pressure, amplitude, frequency, surface) of the impacts of liquid on the walls of the tanks 3, 4, 5, 6 , the time spent in different filling levels of the tanks 3, 4, 5, 6, the level of evaporation of liquefied gas induced by the transfer of liquid, the state of loading of the structure of the vessel 1.
  • a sea state can be broken down into a sea of wind and swell, or even cross swell.
  • a sea state can be defined with several components.
  • the Prob tk distributions are statistical distributions, for example of the GEV, Weibull, Pareto, Gumbel type.
  • GEV GEV
  • Weibull Pareto
  • Gumbel type of statistical distributions
  • One, several or all of the parameters of these laws are for example defined from tests of liquid movement in the laboratory or from measurement campaigns on board the sea.
  • the management system thus provides a list of transfer scenarios (step 11) and various information related to said calculated transfer scenarios. Furthermore, the scenarios are preferably classified according to the acceptance criterion, for example from the most risky scenario to the least risky scenario in terms of damage to the tanks 3, 4, 5, 6.
  • a scenario is then selected (step 12) according to the acceptance criterion.
  • each scenario is provided in the form of a set of control signals and/or instructions making it possible to implement the different transfer phases of said transfer scenario.
  • the script may include a series of instructions provided in a human-readable format that can accurately guide an operator through the transfer period to execute the transfer script.
  • the scenario can be provided in the form of a series of instructions in a format readable by a computer and/or a series of control signals intended to control the components of the handling system of the cargo, for example operating the ship's pumps, switching valves etc., to execute the transfer scenario.
  • the acceptance criterion can take many forms. This acceptance criterion can be predefined or chosen by the operator. For example, this acceptance criterion can be, whether predefined or chosen by the operator, the risk of damage to the tanks 3, 4, 5, 6, the navigation autonomy available after the transfers, the time progress total of the transfer scenario or other.
  • the selected transfer scenario meeting the acceptance criterion is then implemented (step 13) to pass from the initial filling state to the target filling state.
  • the various quantities corresponding to the parameters necessary for the scenario calculations (step 9) and for the damage probability calculations (step 10) can be obtained or estimated by statistical or physical calculation, by real-time measurements, on board or during trials.
  • the figure 4 illustrates an example of management system structure 14.
  • This management system 14 comprises a central unit 15.
  • This central unit 15 is configured to carry out the various calculations of transfer scenarios and damage probabilities of the tanks 3, 4, 5 , 6 (steps 9 and 10).
  • This central unit 15 is connected to a plurality of on-board sensors 16 making it possible to obtain the various quantities indicated above.
  • the sensors 16 comprise, for example and in a non-exhaustive manner, a pump flow sensor 17, a fill level sensor for each tank 18, various sensors 19 (accelerometer, strain gauge, strain gauge, sound, light) allowing the central unit 15 via a dedicated algorithm to detect the impacts linked to the movements of the liquid in the tanks 3, 4, 5, 6, etc.
  • the management system 14 also includes a man-machine interface 20.
  • This man-machine interface 20 includes a display means 21.
  • This display means 21 allows the operator to obtain the various information.
  • This information is, for example, information on the various transfer scenarios, the instructions for implementing said transfer scenarios, the quantities obtained by the sensors 16 such as the intensity of the movements of liquid in the tanks, information on the impacts linked to these movements of liquid, the movements of the ship, the state of loading of the ship or even meteorological information.
  • the man-machine interface 24 further comprises an acquisition means 22 enabling the operator to manually supply quantities to the central unit 15, typically to supply the central unit 15 with data which cannot be obtained by sensors because the vessel does not have the necessary sensor or that it is damaged.
  • the acquisition means allows the operator to enter information on the number of pumps and on the maximum height of the waves.
  • the management system 14 comprises a database 23.
  • This database 23 comprises, for example, certain quantities obtained in the laboratory or during on-board measurement campaigns at sea.
  • the management system 14 also comprises a communication interface 24 allowing the central unit 15 to communicate with remote devices, for example to obtain meteorological data, ship position data or other.
  • the figure 5 represents graphs illustrating the filling levels of tanks 3, 4, 5, 6 over time.
  • a first graph 25 illustrates the filling level 26 of the first tank 3 over time.
  • a second graph 27 illustrates the filling level 28 of the second tank 4 over time.
  • a third graph 29 illustrates the filling level 30 of the third tank 5 over time.
  • a fourth graph 31 illustrates the filling level 32 of the fourth tank 6 over time.
  • valves of the ship 1 are configured to connect the first tank 3 and the second tank 4 and to connect the third tank 5 and the fourth tank 6.
  • the pumps of the tanks 3, 4, 5, 6 are configured to transfer the liquid contained in the second tank 4 to the first tank 3 and to transfer the liquid contained in the third tank 5 to the fourth tank 6.
  • the first graph 25 and the second graph 27 show that the first tank 3 receives liquid from the second tank 4 during this first phase 33 of the transfer scenario.
  • the first graph 25 illustrates that the filling level 26 of the first tank 3 changes from an initial filling level of 60% to a target filling level of 95% during the first phase 33.
  • the second graph 27 illustrates that the second tank 4 is emptied so as to pass from an initial filling level of 35% to an end of first phase filling level of 20%.
  • the liquid contained in the third tank 5 is transferred to the fourth tank 6.
  • the filling level 30 of the third tank 5 passes from an initial filling level of 35% to a filling level at the end of the first phase by 20% and the filling level 32 of the fourth tank 6 changes from 40% to a filling level at the end of the first phase of 60%.
  • valves of the ship 1 are switched to connect the second tank 4 to the fourth tank 6.
  • This switching of the valves requires numerous handling maneuvers and therefore takes some time.
  • the liquid contained in the third tank 5 continues to be transferred to the fourth tank 6, the third tank 5 having a level of filling at the end of the second phase of 10% and the fourth tank 6 having a level end of second phase filling of 70%.
  • Second tank 4 thus has a level of filling at the start of the third phase of 20% and a level of filling at the end of the third phase of approximately 5%.
  • the ship's pipes and pumps are switched to transfer the liquid contained in the third tank 5 to the fourth tank 6.
  • the liquid not yet transferred contained in the third tank 5 is transferred to the fourth tank 6 so that the final filling level of the third tank 5 is of the order of 5% and that the target filling level of the fourth tank 6 is of the order of 95%.
  • the switching of the valves and the activation of the pumps allowing the transfers between the tanks can be manual and/or automated.
  • the man-machine interface 20 provides the operator with a series of instructions allowing the implementation of the transfer scenario.
  • the management system 14 takes into account in its calculations (steps 9 and 10) a duration corresponding to these operations.
  • the management system 14 controls the progress of the selected scenario in real time (step 37 picture 2 ).
  • real or anticipated time warnings are sent to the user to warn him of these discrepancies (step 38, picture 2 ).
  • Such warnings can also be sent to the operator if the weather conditions, the movements of liquid in the tanks observed, the movements of the ship or other evolve in a different way so that they could cause differences in the evolution of the scenario. of transfer.
  • the management system 14 can restart the calculation process illustrated in the picture 2 in order to apply or propose new transfer scenarios to the operator.
  • this new calculation of the scenarios is carried out by taking into account the relevant recorded data having led to this discrepancy, for example the actual flow rate observed from the pumps.
  • this new calculation of the scenarios is executed by directly selecting the same target filling state as the target filling state determined during the first iteration of said calculation. In other words, the calculation illustrated on the picture 2 is repeated directly from the scenario calculation step.
  • the technique described above for managing the filling levels of the tanks can be used in different types of tanks, for example for an LNG tank in a floating structure such as an LNG ship or other.
  • a cutaway view of an LNG carrier 70 shows a sealed and insulated tank 71 of generally prismatic shape mounted in the double hull 72 of the ship.
  • the wall of the tank 71 comprises a primary leaktight barrier intended to be in contact with the LNG contained in the tank, a secondary leaktight barrier arranged between the primary leaktight barrier and the double hull 72 of the ship, and two insulating barriers arranged respectively between the primary waterproof barrier and the secondary waterproof barrier and between the secondary waterproof barrier and the double hull 72.
  • loading/unloading pipes 73 arranged on the upper deck of the ship can be connected, by means of appropriate connectors, to a maritime or port terminal to transfer a cargo of LNG from or to the tank 71.
  • the figure 6 represents an example of a maritime terminal comprising a loading and unloading station 75, an underwater pipeline 76 and an installation on land 77.
  • the loading and unloading station 75 is a fixed offshore installation comprising a mobile arm 74 and a tower 78 which supports the mobile arm 74.
  • the mobile arm 74 carries a bundle of insulated flexible pipes 79 which can be connected to the loading/unloading pipes 73.
  • the orientable mobile arm 74 adapts to all sizes of LNG carriers.
  • a connecting pipe, not shown, extends inside the tower 78.
  • the loading and unloading station 75 allows the loading and unloading of the LNG carrier 70 from or to the shore installation 77.
  • This comprises liquefied gas storage tanks 80 and connecting pipes 81 connected by the underwater pipe 76 to the loading or unloading station 75.
  • the underwater pipe 76 allows the transfer of the liquefied gas between the loading or unloading station 75 and the shore installation 77 over a great distance, for example 5 km, which makes it possible to keep the LNG carrier 70 at a great distance from the coast during loading and unloading operations.
  • pumps on board the ship 70 and/or pumps fitted to the shore installation 77 and/or pumps fitted to the loading and unloading station 75 are used.
  • Material components that can be used are specific integrated circuits ASIC, programmable logic networks FPGA or microprocessors.
  • Software components can be written in different programming languages, for example C, C++, Java or VHDL. This list is not exhaustive.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
EP19736422.7A 2018-05-31 2019-05-28 Procede de gestion des niveaux de remplissage de cuves Active EP3803190B1 (fr)

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US11619353B2 (en) * 2021-04-06 2023-04-04 Hexagon Technology As Composite cylinder monitoring system
FR3123962B1 (fr) * 2021-06-15 2023-12-08 Gaztransport Et Technigaz Procédé et dispositif d’estimation d’une probabilité d’un endommagement dû au ballottement d’un chargement liquide pendant une opération de transfert dudit chargement liquide entre deux ouvrages flottants
CN114455025B (zh) * 2022-03-11 2023-06-20 中交一航局第三工程有限公司 一种登陆艇实现水上运输罐车的方法
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US20210207773A1 (en) 2021-07-08
WO2019229368A1 (fr) 2019-12-05
FR3082015B1 (fr) 2021-11-05
CN112204296A (zh) 2021-01-08
CA3100556A1 (fr) 2019-12-05
KR20210016424A (ko) 2021-02-15
SG11202011735UA (en) 2020-12-30
ES2910266T3 (es) 2022-05-12
FR3082015A1 (fr) 2019-12-06
US11828421B2 (en) 2023-11-28
EP3803190A1 (fr) 2021-04-14

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