JP6151207B2 - Reliquefaction equipment for liquefied gas carriers - Google Patents
Reliquefaction equipment for liquefied gas carriers Download PDFInfo
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- 239000000969 carrier Substances 0.000 title description 4
- 239000007789 gas Substances 0.000 claims description 90
- 239000002737 fuel gas Substances 0.000 claims description 17
- 239000000446 fuel Substances 0.000 claims description 9
- 230000001186 cumulative effect Effects 0.000 claims description 8
- 238000002485 combustion reaction Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 239000003507 refrigerant Substances 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 238000005315 distribution function Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
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Description
本発明は、液化ガスが荷載されるカーゴタンクで発生するボイルオフガス（ＢＯＧ）の再液化を行う再液化装置および同装置を搭載する船舶に関する。 The present invention relates to a reliquefaction apparatus for reliquefying boil-off gas (BOG) generated in a cargo tank loaded with liquefied gas, and a ship equipped with the same.
カーゴタンクで発生するボイルオフガス（ＢＯＧ）を船内のガス焚き可能な推進機関、発電機関やボイラの燃料に利用するＬＮＧ運搬船が知られている。このようなＬＮＧ運搬船において、ボイルオフガス発生量が船内の舶用機関の燃料ガス使用量を上回ると、カーゴタンクの保護のために、カーゴタンク内の圧力が規定値以上にならないように、余分なボイルオフガスは、ガス燃焼装置などで焼却処理されるか、コンプレッサや冷媒を用いた再液化装置により再液化されカーゴタンクへ回収される（特許文献１）。 2. Description of the Related Art LNG carriers that use boil-off gas (BOG) generated in a cargo tank as fuel for propulsion engines, power generation engines, and boilers that can be gas-fired in the ship are known. In such an LNG carrier, if the amount of boil-off gas generated exceeds the amount of fuel gas used by the marine engine in the ship, extra boil-off is performed so that the pressure in the cargo tank does not exceed the specified value to protect the cargo tank. The gas is incinerated by a gas combustion device or the like, or reliquefied by a reliquefaction device using a compressor or a refrigerant and collected in a cargo tank (Patent Document 1).
再液化装置は、船舶の停泊時なども考慮してカーゴタンクで発生するボイルオフガスの全量を回収できる容量とされる。しかし、カーゴタンクで発生するボイルオフガス全量を再液化するには、多大な電力が必要となり運用コストが増大する。また、このような再液化装置は、大型化し、初期費用も増大する。 The reliquefaction device has a capacity capable of collecting the entire amount of boil-off gas generated in the cargo tank in consideration of when the ship is anchored. However, in order to reliquefy the total amount of boil-off gas generated in the cargo tank, a large amount of electric power is required and the operation cost increases. Moreover, such a reliquefaction apparatus becomes large and the initial cost increases.
本発明は、処理容量が最適化された液化ガス運搬船用の再液化装置を提供することを目的としている。 An object of the present invention is to provide a reliquefaction apparatus for a liquefied gas carrier ship having an optimized processing capacity.
本発明の液化ガス運搬船の再液化装置は、ボイルオフガスを主機関、発電機関やボイラなどの舶用機関の燃料に使用可能な液化ガス運搬船において余剰ボイルオフガスを再液化する再液化装置であって、再液化装置の処理容量が、液化ガス運搬船の船速の出現頻度に基づいて設定されることを特徴としている。 The liquefied gas carrier reliquefaction device of the present invention is a reliquefaction device for reliquefying surplus boil-off gas in a liquefied gas carrier ship that can use boil-off gas as fuel for marine engines such as main engines, power generation engines and boilers, The processing capacity of the reliquefaction apparatus is set based on the appearance frequency of the ship speed of the liquefied gas carrier.
再液化装置の処理容量は、カーゴタンクで単位時間当たりに発生するボイルオフガスの全量から、出現頻度の累積度数の出現割合が所定値となる船速での液化ガス運搬船における単位時間当たりの舶用機関の燃料ガス消費量を差し引いた値に対応して設定される。また、再液化装置の処理容量および液化ガス運搬船における単位時間当たりの舶用機関の燃料ガス消費量の合計を超える分の余剰ボイルオフガスは、焼却処理される。 The processing capacity of the reliquefaction device is the marine engine per unit time in a liquefied gas carrier ship at a ship speed at which the appearance ratio of the cumulative frequency of appearance frequency is a predetermined value from the total amount of boil-off gas generated per unit time in the cargo tank. It is set corresponding to the value obtained by subtracting the amount of fuel gas consumption. Further, surplus boil-off gas that exceeds the total of the processing capacity of the reliquefaction device and the fuel gas consumption of the marine engine per unit time in the liquefied gas carrier is incinerated.
本発明の液化ガス運搬船は、上記何れかの再液化装置を備えることを特徴としている。 The liquefied gas carrier of the present invention is characterized by including any one of the above reliquefaction devices.
本発明によれば、処理容量が最適化された液化ガス運搬船用の再液化装置を提供することができる。 ADVANTAGE OF THE INVENTION According to this invention, the reliquefaction apparatus for liquefied gas carrier ships with which the processing capacity was optimized can be provided.
以下、本発明の実施形態について添付図面を参照して説明する。
図１は、液化ガス運搬船に適用される本発明の一実施形態であるボイルオフガス処理システムの構成を模式的に示すブロック図である。
Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a block diagram schematically showing a configuration of a boil-off gas processing system which is an embodiment of the present invention applied to a liquefied gas carrier ship.
液化ガス運搬船は例えばＬＮＧ運搬船であり、同船舶に設備されるボイルオフガス処理システム１０では、例えば、カーゴタンク１２で発生する液化ガス（天然ガス）のボイルオフガス（ＢＯＧ）が、ガスコンプレッサ１４に送られ、加圧されて図示しない舶用機関（ボイラ、ディーゼルエンジンなど）へ燃料ガスとして供給される。また、加圧されたボイルオフガスは、再液化装置１６、ガス燃焼装置１８にも供給可能であり、燃料ガスとして使用されないボイルオフガスが、必要に応じて再液化装置１６、あるいは再液化装置１６およびガス燃焼装置１８に供給される。 The liquefied gas carrier is, for example, an LNG carrier. In the boil-off gas processing system 10 installed in the vessel, for example, boil-off gas (BOG) of liquefied gas (natural gas) generated in the cargo tank 12 is sent to the gas compressor 14. Then, it is pressurized and supplied as fuel gas to a marine engine (boiler, diesel engine, etc.) not shown. The pressurized boil-off gas can also be supplied to the reliquefaction device 16 and the gas combustion device 18, and boiloff gas that is not used as fuel gas can be supplied to the reliquefaction device 16 or the reliquefaction device 16 and It is supplied to the gas combustion device 18.
再液化装置１６では、従来周知のようにガスコンプレッサや冷媒を用いて、ボイルオフガスの再液化処理を行い、セパレータ２０へ送り気液分離を行う。セパレータ２０において分離された液体成分は、カーゴタンク１２へと戻され貨物として回収される。また、セパレータ２０において分離されたガス成分もカーゴタンク１２に戻される。なお、舶用機関へ供給されないボイルオフガスのうち再液化装置１６の処理容量を超える分の余剰ボイルオフガスは、例えばガス燃焼装置１８へ送られ焼却処理される。ここで舶用機関、再液化装置１６、ガス燃焼装置１８へのガス供給量は、それぞれの装置に通じる配管に設けられる流量調整弁２２、２４、２６によって制御される。 In the reliquefaction device 16, as is conventionally known, a boil-off gas is reliquefied using a gas compressor or a refrigerant, and sent to the separator 20 for gas-liquid separation. The liquid component separated in the separator 20 is returned to the cargo tank 12 and collected as cargo. Further, the gas component separated in the separator 20 is also returned to the cargo tank 12. Of the boil-off gas that is not supplied to the marine engine, surplus boil-off gas that exceeds the processing capacity of the reliquefaction device 16 is sent to, for example, the gas combustion device 18 and incinerated. Here, the gas supply amounts to the marine engine, the reliquefaction device 16 and the gas combustion device 18 are controlled by flow rate adjusting valves 22, 24 and 26 provided in the pipes leading to the respective devices.
次に図２〜図４を参照して、再液化装置１６の処理容量の決定方法、およびボイルオフガス処理システム１０の運航状況に応じた各装置へのボイルオフガス配分方法について説明する。 Next, a method for determining the processing capacity of the reliquefaction device 16 and a method for distributing the boil-off gas to each device according to the operational status of the boil-off gas processing system 10 will be described with reference to FIGS.
図２は、本実施形態のボイルオフガス処理システム１０が搭載された液化ガス運搬船の液化ガス積載時の船速、単位時間当たりの舶用機関の燃料ガス消費量、およびカーゴタンクで単位時間当たりに発生するボイルオフガス量の関係を示すグラフであり、横軸は船速、縦軸は単位時間当たりの舶用機関の燃料ガス消費量およびボイルオフガス発生量に対応する。 FIG. 2 shows a ship speed of a liquefied gas carrier ship equipped with the boil-off gas processing system 10 of the present embodiment, a fuel gas consumption amount of a marine engine per unit time, and a cargo tank generated per unit time. The horizontal axis corresponds to the ship speed, and the vertical axis corresponds to the fuel gas consumption of the marine engine and the boil-off gas generation amount per unit time.
曲線Ｓは、船速と舶用機関の単位時間当たりの燃料ガス消費量（以下単に燃料ガス消費量と呼ぶ）の関係を示す曲線であり、燃料ガス消費量は推進用の機関の燃料消費量に支配されるため略船速の３乗に比例する。直線Ｌ（ＮＡＴＵＲＡＬ ＢＯＧ）は、カーゴタンク１２内で単位時間当たりに発生するボイルオフガスの量（以下単にボイルオフガス発生量と呼ぶ）を示す。すなわち、曲線Ｓと直線Ｌの交点Ｐ０に対応する船速Ｖ0では、舶用機関の燃料ガス消費量とボイルオフガス発生量とが一致し、発生するボイルオフガスを全て舶用機関の燃料として使用でき、再液化装置１６の駆動および余剰ガスの焼却処理は不要となり、最も効率的に全システムを運用できる。 Curve S is a curve showing the relationship between the ship speed and the fuel gas consumption per unit time of the marine engine (hereinafter simply referred to as fuel gas consumption), and the fuel gas consumption is the fuel consumption of the propulsion engine. Because it is controlled, it is proportional to the cube of the ship speed. A straight line L (NATURAL BOG) indicates the amount of boil-off gas generated per unit time in the cargo tank 12 (hereinafter simply referred to as boil-off gas generation amount). That is, at the ship speed V 0 corresponding to the intersection P0 of the curve S and the straight line L, the fuel gas consumption amount of the marine engine and the boil-off gas generation amount coincide with each other, and all the generated boil-off gas can be used as fuel for the marine engine The drive of the reliquefaction device 16 and the incineration of surplus gas are unnecessary, and the entire system can be operated most efficiently.
しかし、実際の船速Ｖは船舶の運航状況に応じて変化し、一定ではない。通常のＬＮＧ運搬船では、船速Ｖ0よりも高い計画船速ＶD（例えば約１９．５ノット）で設計され、船速ＶがＶ0を超える運転領域では、自然発生するボイルオフガスだけでは燃料ガスが曲線Ｓと直線Ｌの差ΔＱSだけ不足する。そのため、例えばＬＮＧ運搬船では、カーゴタンク１６内の液化ガスの一部を、不足するガス量ΔＱS分だけ強制的に気化して舶用機関に供給するか、燃料タンクに貯蔵した別系統の燃料を舶用機関に供給する。 However, the actual ship speed V changes according to the operational status of the ship and is not constant. In a typical LNG carrier, designed in boat speed V higher planning boat speed than 0 V D (e.g., about 19.5 knots), the operation region where the boat speed V is greater than V 0, fuel is only BOG naturally occurring The gas runs short by the difference ΔQ S between the curve S and the straight line L. For this reason, for example, in an LNG carrier, a part of the liquefied gas in the cargo tank 16 is forcibly vaporized by an insufficient amount of gas ΔQ S and supplied to the marine engine, or another system fuel stored in the fuel tank is supplied. Supply to marine engines.
一方、船速Ｖが、Ｖ0よりも低い運転領域では、直線Ｌと曲線Ｓの差ΔＱRが、燃料ガスとして使用されずに余る。そのため同運転領域では、ボイルオフガスの再液化処理あるいは焼却処理が必要となる。そして、液化ガス運搬船が停泊している場合や港湾内などを低速で航行している場合には、略全てのボイルオフガスが余ることになる。そのため従来では、焼却処分され無駄になるボイルオフガスを減らすため、例えば再液化装置の定格の処理容量を、ボイルオフガス発生量ＱBを再液化できる能力に設定している。この場合、再液化装置は大型化し、その運転コストも高いものとなる。 On the other hand, in the operating region where the boat speed V is lower than V 0 , the difference ΔQ R between the straight line L and the curve S is not used as fuel gas. Therefore, in the same operation region, boil-off gas reliquefaction treatment or incineration treatment is required. When the liquefied gas carrier is anchored or when navigating at a low speed in the harbor, almost all of the boil-off gas is left. Therefore, conventionally, in order to reduce the boil-off gas that is incinerated and wasted, for example, the rated processing capacity of the re-liquefaction apparatus is set to the ability to re-liquefy the boil-off gas generation amount Q B. In this case, the reliquefaction apparatus becomes large and its operating cost is high.
一方、特定の航路のＬＮＧ輸送に従事する液化ガス運搬船においては、荷載状態にある液化ガス運搬船が、停泊、あるいは低速で航行している期間は、荷載状態での全運航期間の中において一般にそれほど多くない。また、荷載状態における平均船速は、一般に計画船速ＶDよりも低く（例えば１４〜１６ノット）、更に船速Ｖ0よりも低いことも多い。そのため従来の方法で再液化装置の処理容量を設定すると、航路によっては、運転コストの高い再液化装置を、航海中の殆ど期間において運転することになり、運航コストを著しく増大させることとなる。すなわち、航路によっては、ボイルオフガス焼却よる積荷の損失と、再液化装置運転による燃料費の増大が、航海全体でトレードオフの関係になり得る。 On the other hand, in a liquefied gas carrier engaged in LNG transportation on a specific route, the period during which a loaded liquefied gas carrier is anchored or sailing at a low speed is generally not much during the entire operation period in the loaded state. not many. Further, the average ship speed in the loaded state is generally lower than the planned ship speed V D (for example, 14 to 16 knots), and is often lower than the ship speed V 0 . Therefore, when the processing capacity of the reliquefaction apparatus is set by the conventional method, depending on the route, the reliquefaction apparatus having a high operation cost is operated almost during the voyage, which significantly increases the operation cost. That is, depending on the route, the loss of cargo due to boil-off gas incineration and the increase in fuel cost due to the operation of the reliquefaction device may be in a trade-off relationship for the entire voyage.
そのため、本実施形態では、予め液化ガス運搬船が使用される航路での船速の出現頻度を想定し、これに基づき再液化処理装置の定格処理容量を決定する。図３は、ＬＮＧ運搬船の予定航路における荷載時の船速の出現頻度分布（相対度数分布）の一例であり、横軸は船速［Ｋｔ］、縦軸は出現割合［％］である。また図４は、図３の出現頻度を低速側から積算した累積度数分布（経験的分布関数）であり、横軸は船速［Ｋｔ］、縦軸は累積出現割合［％］である。 Therefore, in this embodiment, the appearance frequency of the ship speed on the route where the liquefied gas carrier is used is assumed in advance, and the rated processing capacity of the reliquefaction processing apparatus is determined based on this. FIG. 3 is an example of a ship speed appearance frequency distribution (relative frequency distribution) at the time of loading on the planned route of the LNG carrier. The horizontal axis represents the ship speed [Kt] and the vertical axis represents the appearance ratio [%]. FIG. 4 is a cumulative frequency distribution (empirical distribution function) obtained by integrating the appearance frequencies of FIG. 3 from the low speed side. The horizontal axis represents the ship speed [Kt], and the vertical axis represents the cumulative appearance ratio [%].
本実施形態では、出現頻度の累積度数の出現割合が所定値Ｎとなる船速ＶN（図２参照）を決定し、同船速ＶNにおける燃料ガス消費量ＱNをボイルオフガス発生量ＱBから差し引いた値ΔＱNが、再液化処理装置１６の定格処理容量として設定される。例えば図４の例では、累積度数の出現割合が２０％となる船速１２［Ｋｔ］が、船速ＶNとして決定する。すなわち、荷載時、同航路においては８０％の割合で液化ガス運搬船がＶN、またはＶNよりも高速側の船速域で運航され、再液化装置１６のみで余剰ボイルオフガスの全てを処理可能である。一方、船速ＶNよりも低速側の船速域で航行するのは２０％の割合であり、このときには、再液化装置１６に加え、ガス燃焼装置１８による焼却処理を必要とする。ここでは、一例として、累積度数の閾値を２０％としたが、船舶の運航形態を考慮して、１０％〜３０％の範囲で決定するのが好ましい。 In the present embodiment, the ship speed V N (see FIG. 2) at which the appearance ratio of the cumulative frequency of appearance frequency is a predetermined value N is determined, and the fuel gas consumption Q N at the ship speed V N is determined as the boil-off gas generation amount Q B. A value ΔQ N subtracted from the value is set as the rated processing capacity of the reliquefaction processing apparatus 16. For example, in the example of FIG. 4, the boat speed 12 [Kt] at which the appearance ratio of the cumulative frequency is 20% is determined as the boat speed V N. That is, Nino time, liquefied gas carrier in a proportion of 80% in the same route is operated by V N or boat speed range of the high-speed side than V N,, it can process all surplus boil-off gas only reliquefaction apparatus 16 It is. On the other hand, navigation at a speed lower than the ship speed V N is 20%, and in this case, in addition to the reliquefaction device 16, an incineration process by the gas combustion device 18 is required. Here, as an example, the threshold value of the cumulative frequency is set to 20%, but it is preferable that the threshold value is determined in the range of 10% to 30% in consideration of the operation mode of the ship.
例えば図２において、液化ガス運搬船が船速ＶNよりも遅い船速ＶLで運航されるとき、船速ＶNにおける燃料ガス消費量ＱNから船速ＶLにおける燃料消費量ＱLを差し引いた量ΔＱGがガス燃焼装置１８において焼却処理される。なお、これらガスの各装置への分配は、流量調整弁２２、２４、２６によって制御される。 For example, in FIG. 2, when the liquefied gas carrier is operated at a slower boat speed V L than boat speed V N, subtracting the fuel consumption Q L in boat speed V L from the fuel gas consumption Q N in boat speed V N The amount ΔQ G is incinerated in the gas combustion device 18. The distribution of these gases to the respective devices is controlled by the flow rate adjusting valves 22, 24, and 26.
以上のように、本実施形態によれば、船速の出現頻度に基づき再液化装置の処理容量が最適化されることで、停泊時または低速時の余剰ボイルオフガスの焼却を行いつつも、再液化装置の初期費用、運転コストを大幅に低減し、全体のコストを削減することができる。また、再液化装置を小型化できるので、よりスペースに余裕ができ、設計の自由度も向上する。 As described above, according to the present embodiment, the processing capacity of the reliquefaction device is optimized based on the appearance frequency of the ship speed, so that the excess boil-off gas at the time of berthing or low speed can be incinerated. The initial cost and operating cost of the liquefaction apparatus can be greatly reduced, and the overall cost can be reduced. In addition, since the reliquefaction device can be downsized, more space is available and the degree of design freedom is improved.
液化ガス運搬船の多くは特定の航路で運航されることが多く、運航距離や航海日数が長くなればなるほど、荷役のために液化ガス運搬船が入港する回数は少なくなる。液化ガス運搬船の入出港に伴う減速の機会が少なく、余剰ボイルオフガスの発生量が少ない船では、よりメリットが享受できる。 Many liquefied gas carriers are often operated on a specific route, and the longer the operating distance and the number of voyage days, the fewer times the liquefied gas carrier enters the port for cargo handling. There are few opportunities for deceleration associated with the arrival and departure of liquefied gas carriers, and ships that generate less surplus boil-off gas can benefit more.
１０ ボイルオフガス処理システム
１２ カーゴタンク
１４ ガスコンプレッサ
１６ 再液化装置
１８ ガス燃焼装置
２０ セパレータ
２２、２４、２６ 流量調整弁
DESCRIPTION OF SYMBOLS 10 Boil-off gas processing system 12 Cargo tank 14 Gas compressor 16 Reliquefaction apparatus 18 Gas combustion apparatus 20 Separator 22, 24, 26 Flow control valve
Claims (3)
Liquefied gas carrier, characterized in that it comprises a re-liquefaction apparatus according to any one of claims 1 or 2.
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| JP2014053546A JP6151207B2 (en) | 2014-03-17 | 2014-03-17 | Reliquefaction equipment for liquefied gas carriers |
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| JP2014053546A JP6151207B2 (en) | 2014-03-17 | 2014-03-17 | Reliquefaction equipment for liquefied gas carriers |
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| JP2015175470A JP2015175470A (en) | 2015-10-05 |
| JP6151207B2 true JP6151207B2 (en) | 2017-06-21 |
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| CN109690031B (en) * | 2016-07-06 | 2023-01-03 | 赛创尼克株式会社 | System for utilizing cold energy |
| JP6651689B2 (en) * | 2016-11-01 | 2020-02-19 | 株式会社三井Ｅ＆Ｓマシナリー | Fuel gas supply system, ship, and fuel gas supply method |
| JP6733092B2 (en) * | 2017-08-24 | 2020-07-29 | 株式会社三井Ｅ＆Ｓマシナリー | Fuel supply system and fuel supply method |
| CN112703153A (en) * | 2018-12-03 | 2021-04-23 | 日挥环球株式会社 | Method for manufacturing floating facility with natural gas liquefaction device |
| JP2024129949A (en) * | 2023-03-14 | 2024-09-30 | 川崎重工業株式会社 | Propulsion system, control program, and control method |
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| JP4756331B2 (en) * | 2005-08-10 | 2011-08-24 | 独立行政法人海上技術安全研究所 | Environmental load reduction type navigation plan providing system |
| EP2072885A1 (en) * | 2007-12-21 | 2009-06-24 | Cryostar SAS | Natural gas supply method and apparatus. |
| JP5420723B2 (en) * | 2012-06-27 | 2014-02-19 | 三井造船株式会社 | Ship optimum route calculation system, vessel operation support system, vessel optimum route calculation method, and vessel operation support method |
| SG11201600405WA (en) * | 2013-07-19 | 2016-02-26 | Nippon Yusen Kk | Device for allocating ships, method for allocating ships, program and recording media thereof |
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