JP6585305B2 - Natural gas liquefaction ship - Google Patents

Description

  The embodiments of the invention described herein relate to the field of ship liquefaction of natural gas. More particularly, but not exclusively, one or more embodiments of the present invention describe a natural gas liquefaction vessel.

  Natural gas is typically transported by pipeline from where it is produced to where it is consumed. However, sometimes large quantities of natural gas are produced in regions or countries where production is far above demand, for example, where production and demand are separated by oceans or rainforests. Depending on the situation, it may not be feasible to transport the gas by pipeline to places with commercial demand. If there is no effective way to transport natural gas to places with commercial demand, there may be a loss of opportunity to monetize the gas.

  Natural gas liquefaction facilitates storage and transport of natural gas. Liquefied natural gas (“LNG”) occupies only about 1/600 of the volume when the same amount of natural gas is in the gaseous state. LNG is produced by cooling natural gas below the boiling point (−259 ° F. at atmospheric pressure). LNG can be stored in a cryocontainer slightly above atmospheric pressure. By increasing the temperature of the LNG, the LNG can be revaporized and returned to the gaseous state.

  The demand for natural gas has prompted LNG transportation by special vessels. Natural gas produced in the surplus location can be liquefied and thus shipped overseas to the location where it is most needed. Typically, natural gas is collected through one or more pipelines to an onshore liquefaction facility. Land-based liquefaction facilities and associated collection pipelines are very expensive, occupy vast areas of land, and can take years to authorize and build. Thus, terrestrial liquefaction equipment is not optimal for adapting to changes in the location of a natural gas source or for liquefying a small amount of stored or stranded gas. In addition, when natural gas is liquefied at a land-based facility, LNG is stored in a large land-based cold storage tank, transported to a terminal facility through a special cryogenic pipeline, and then onto a vessel with a cold compartment. They must be unloaded (such ships can be called LNG carriers or “LNGCs”), and their combination can increase the overall cost of transporting gas to its final destination.

  The LNG business is essentially capital intensive. The liquefaction plant is the largest cost factor, accounting for approximately 50% of the total cost of the LNG value chain, and therefore cost reduction of the liquefaction plant is an important issue. The capital cost of a liquefaction plant depends on several factors such as plant location, size, locational conditions, and feed gas quality. The thermodynamics of the liquefaction process is well established. Thus, industry improvements come from improved liquefaction processes and infrastructure that result in cost savings. Of course, development costs are capitalized over the life of the facility. Thus, process and infrastructure efficiency can lower the total cost per ton of LNG over the useful life of the liquefaction plant.

  One approach to reducing the liquefaction cost of natural gas is to liquefy the gas on a floating unit or ship. Suppliers have converted existing LNGCs to accommodate onboard liquefaction equipment. However, LNGCs available for conversion are typically older ships that lack the space and loading weight required for additional liquefaction equipment. In these older ships, conventionally, ship designers have maximized the cargo tank size because of the ship's original function as an LNGC, so the cargo space in the hull is Occupy a large percentage of the weight. The loaded weight tonnage is a measure indicating how much mass the ship can carry or can safely carry, and does not include the weight of the ship. The ship's cargo weight is extremely important for ship use because if the equipment on board is excessively heavy, the ship may sink into water to an excessive depth or break under excessive longitudinal stress. is important. Overhangs are sometimes added to the side of the LNGC to create larger cargo space and increase loading weight, but often this provides sufficient loading weight to allow the addition of complex liquefaction equipment I can't. Furthermore, older tonnage LNGC ships are typically steam driven and cannot generate the required 40-50 MW output required for liquefaction equipment. As a result of these size and power constraints, older tonnage vessels require refurbishment that can be costly to convert to a natural gas liquefaction vessel. Such refurbishment is not feasible, especially economically, when LNGC is operated for a long period of time, such as 5 years or longer, due to the cost of powering older ships.

  Newly built ships can be made using existing LNGC design plans with the addition of natural gas liquefaction requirements, but most LNGC plans have the required cargo weight to add heavy liquefaction equipment. Is not realized.

International Publication No. 2014/168843

  As is clear from the above-mentioned problems, the current old-style tonnage ships are not good candidates for converting to liquefiable LNGC due to the above-mentioned many disadvantages, and are designed to maximize cargo space. The newly constructed ship does not have the necessary cargo weight for the liquefaction facility. Thus, there is a need for an improved natural gas liquefaction vessel.

  Embodiments described herein generally relate to apparatus and systems for natural gas liquefaction ships. A natural gas liquefaction ship will be described. An example embodiment of a natural gas liquefaction ship comprises a natural gas liquefaction ship newly built on a Q-Max class hull, where the Q-Max class hull is installed in a cargo ship and in the cargo ship A plurality of membrane type low temperature cargo tanks, each of the plurality of low temperature cargo tanks having a width of about 41 m, and at least one pair of ballast side tanks, At least one pair of ballast rods located on the starboard side and starboard side and adjacent to at least one of the plurality of cold cargo tanks, each ballast rod side tank being about 7 m wide A tank, a trunk deck above the cargo trough, extending over a plurality of low temperature cargo tanks and over at least one pair of ballast side tanks; And a natural gas liquefaction plant on the deck. The natural gas liquefaction plant comprises a gas handling and receiving manifold located at the bow of a natural gas liquefaction vessel fluidly coupled to a natural gas supply, and an amine module, the amine module comprising at least one compressor and acid gas removal A pre-treatment facility, the amine module is fluidly coupled to the dehydration module and the mercury removal facility, the dehydration module and the mercury removal facility are fluidly coupled to the liquefaction module, and both the liquefaction module and the boil-off gas (BOG) module are Fluidly coupled to both low temperature cargo tanks. The low temperature cargo tank of about 41 m width and the ballast basin tank of about 7 m width form the reserve weight, which is allocated to the trunk deck and the natural gas liquefaction plant.

  One exemplary embodiment of a liquefied natural gas (LNG) ship system comprises a natural gas liquefied ship. The natural gas liquefaction ship is a cargo ship in the hull of the natural gas liquefaction ship, a plurality of low temperature cargo tanks in the cargo ship, and at least one pair of ballast ship side tanks, At least one pair of ballast 舷 side tanks and a trunk deck above the cargo tub, each of which is connected to at least one of the plurality of low temperature cargo tanks and located one by one. A trunk deck, and a natural gas liquefaction plant on the trunk deck, extending over a low temperature cargo tank and over at least one pair of ballast flank tanks.

  One exemplary embodiment of a liquefied natural gas (LNG) ship system comprises a natural gas liquefied ship. The natural gas liquefaction ship includes a natural gas liquefaction ship system including a natural gas liquefaction ship, and the natural gas liquefaction ship is disposed on a ballast dock side tank on the port side and starboard side of at least one cargo tank, and on the ballast ship side tank. An upper trunk deck that is extended and supported by a ballast basin tank, a liquefaction facility on the extended upper trunk deck, and a dual fuel diesel generator set that supplies power to the natural gas liquefaction vessel propulsion and liquefaction facility.

  In further embodiments, features from certain embodiments may be combined with features from other embodiments. For example, features according to one embodiment may be combined with features according to any of the other embodiments. In further embodiments, additional features may be added to the specific embodiments described herein.

  The advantages of the present invention will become apparent to those skilled in the art by the following detailed description and by reference to the accompanying drawings.

It is sectional drawing of the cargo ridge of the natural gas liquefaction ship of one example embodiment. It is sectional drawing of the hull center part of the natural gas liquefaction ship of one illustrated embodiment. It is an upper top view of the upper trunk deck of the natural gas liquefaction ship of one example embodiment. It is a longitudinal cross-sectional view of the natural gas liquefaction ship of one exemplary embodiment. 2 is a flow diagram of a liquefaction process on board a liquefaction vessel of an exemplary embodiment.

  While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and may be described in detail herein. The drawings may not be to scale. However, the embodiments described herein and shown in the drawings are not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is defined by the appended claims. It should be understood that all modifications, equivalents, and alternatives included within the scope of the present invention are included in the scope.

  A natural gas liquefaction ship is described. In the following illustrative description, numerous specific details are set forth in order to facilitate a more thorough understanding of embodiments of the invention. However, it will be apparent to those skilled in the art that the present invention may be practiced without the incorporation of all aspects of the specific details described herein. In other instances, specific features, quantities, or measures well known to those skilled in the art are not described in detail to avoid obscuring the present invention. While examples of the invention are presented herein, the reader should note that the scope and scope of the invention is defined by the claims and any equivalents.

  In this specification and the appended claims, the singular forms “a, an, the” include the plural unless the context clearly dictates otherwise. Thus, for example, where one cargo tank is shown, this includes one or more cargo tanks.

  As used herein and in the appended claims, “capacity” refers to the amount of material that can be stored as cargo in a cargo tank and / or in a liquefaction vessel.

  As used herein and in the appended claims, “coupled” refers to a direct or indirect connection (eg, at least one intervening connection) between one or more objects or components. Points to either. The expression “directly attached” means a direct connection between objects or components.

  In this specification and the appended claims, “liquefaction equipment”, “liquefaction train”, “liquefaction plant”, and “liquefaction facility” are used to convert natural gas to liquefied natural gas (LNG). Refers to one or more pieces of any type or combination of equipment. Thus, for example, a liquefaction facility, a liquefaction facility, a liquefaction plant, or a liquefaction train, for example, a high temperature liquefaction module, a low temperature liquefaction module, a dehydration module, an amine module, a boil-off gas (BOG) module, a low temperature box and a utility module, or the same purpose Means any one or more of a series of linked equipment elements or modules used in natural gas pretreatment and liquefaction processes, such as any similar equipment of various names to achieve.

  As used herein and in the appended claims, “high pressure” means a pressure between about 45 barg and about 100 barg for gaseous natural gas. With respect to conduits, pipes, hoses, and / or transfer means for transferring gaseous natural gas, “high pressure” may maintain, transfer, and / or contain natural gas at a pressure between about 45 barg and about 100 barg. It means that it is possible.

  One or more embodiments provide a natural gas liquefaction ship. For purposes of illustration, the present invention will be described in the context of natural gas, but none of the content herein is intended to limit the invention to that embodiment. The present invention may be equally applicable to other hydrocarbon gases that may be transported as liquids, such as liquefied petroleum gas, liquefied propane, or liquefied butane.

  A natural gas liquefaction vessel having a higher cargo weight tonnage compared to a liquefied natural gas carrier (LNGC) of an equivalent size ship is realized by reducing the cargo capacity of LNGC. This difference creates voids on the port side and starboard side of the cargo tank to increase the size of the adjacent port side tank. This increased berth tank size occupies the space created by the reduction of the ship's cargo tank size and can support a larger upper trunk deck. Ballast basin tanks and smaller cargo tanks increase the available cargo weight. In this approach, the ship's larger upper trunk deck can produce 2.0-3.0 MTPA within the area of a standard hull, such as the Q-Max hull, so LNG It is possible to support an effective floating liquefaction plant that improves the value chain.

  One exemplary embodiment of a natural gas liquefaction vessel allows a liquefaction facility to be placed on a new floating ship on the hull of a conventional LNG carrier such as a Q-Max hull or a Q-Flex hull With an improved cargo rig size and deck structure. By using hull designs known to shipyards and those skilled in the art, the benefits of reduced development costs and increased reliability in newly built ships are obtained. If the natural gas liquefaction ship is a newly built ship, sufficient cargo weight can be allocated for the expanded upper deck to support the expanded liquefaction train and improved power system. If the natural gas liquefaction vessel is built by conversion of an existing vessel, the exemplary embodiment provides for further expansion and higher freedom of space for complex liquefaction process configurations, propulsion, powering the vessel, and It may be possible to further increase the efficiency of power use on the liquefaction ship for powering the liquefaction process on the ship. Also, in the illustrated embodiment, the natural gas liquefaction ship is on the port side and starboard side of the cargo tank when compared to a conventional liquefied floating unit converted to a liquefied ship and / or a conventional liquefied natural gas carrier (LNGC). There may be a ballast basin tank wider on the side and an upper trunk deck extending above the ballast basin tank.

  The liquefaction vessel of the exemplary embodiment may be diesel-powered, for example, with a dual fuel diesel generator set. A dual fuel diesel generator set may supply power to both ship propulsion and liquefaction trains. In some embodiments, the natural gas liquefaction facility on the ship may be powered by a gas engine or gas turbine. Exemplary embodiments may increase liquefaction vessel loading weight to provide additional options to the liquefaction facility process configuration as compared to conventional liquefaction vessels of similar hull size and class and / or conventional LNGC.

1 and 2 show an exemplary embodiment of a liquefaction ship. The liquefaction ship 100 can be moored at a buoy at sea or along a jetty for a long period, such as for more than five years. As shown in FIG. 1, the liquefaction vessel 100 has a hull 105 having a size of 345 m × 55 m × 27 m in one non-limiting example. The LNGC hull of this size in the prior art has a cargo capacity of up to 266,000 m ³ based on the ship's cargo weight. However, as shown in FIG. 1, in an example LNGC having a 345 m long hull, the liquefaction ship 100 may include a cargo tank 110 with a low capacity of only 180,000 m ³ . By reducing the cargo capacity (tank size), it may be possible to use the cargo weight for additional liquefaction equipment. Further, for example, other sizes of hull such as the hull having a cargo tank 110 having a capacity of between 145,000m ³ ~256,000m ³ may be used for the liquefaction vessel 100. Accordingly, the capacity of the cargo tank 110 on the liquefaction vessel 100 can be on average at least 15% lower than the maximum cargo weight of the cargo tank of the previous similar vessel. In one example embodiment, the capacity of the cargo tank 110 may be about 30% lower than the maximum payload of a similarly sized prior art LNGC. In some embodiments of the present invention, all cargo tanks 110 in the cargo hold of the liquefaction vessel 100 are reduced in volume compared to a conventional vessel of similar size, this volume reduction being at least 15% on average. is there. The cargo tank 110 may be a membrane type cargo tank or a self-supporting square type cargo tank. In some embodiments, the LNG containment system for the cargo tank 110 of the liquefaction vessel 100 is, for example, two rows × 10 to provide central deck support for the installed liquefaction facility 350 to minimize sloshing. It may be a membrane type tank having a tank configuration.

Increase in deck space and cargo weight In the following description and figures, a Q-Max class hull is shown as an example, but the present invention is not limited thereto. The present invention may also apply to Q-Flex that has been appropriately scaled. As shown in FIGS. 1 and 2, the width α of the cargo tank 110 can be truncated from the cargo tank in a conventional Q-Max hull in the liquefaction vessel 100. In one embodiment, the width α may be about 41 m. By reducing the width α of the cargo tank 110 to about 41 m without changing the height and length of the cargo tank 110, the capacity of the cargo tank 110 is reduced without changing the overall structure of the ship. By using the existing hull form from an existing shipyard, reliability is improved and development costs are reduced. The biggest cost factor of the LNG value chain is the liquefaction plant. For example, the Q-Max hull form is a well-known and reliable hull form. Here, “Q” represents Qatar, and “Max” is the maximum size of a ship that can enter the LNG terminal in Qatar. Existing shipyards have knowledge about how to make Q-Max hulls. Modifications to one or more embodiments of the present invention provide additional loading weight by reducing the capacity of the cargo tank 110. For example, in the 345 m hull, cargo tanks 110, reduces the capacity from 266,000M ³ to 180,000m ³ by using a narrower cargo tanks 110, other such that the liquefaction plant 350 It is possible to use a loading weight of 40,000 tons for the purpose of Accordingly, excess space 130 is created on the port side 120 and starboard side 125 of the liquefaction ship 100 adjacent to the cargo tank 110.

  For example, in a conventional LNGC ship such as a Q-Max ship, the ballast dock side tank size may be based on tank volume requirements and damage requirements. In the illustrated embodiment, the ballast basin tank 115 may be installed and / or extended to occupy excess space 130. For example, the ballast basin side tanks 115 each expanded to about 7 m are larger than those in conventional ships. The ballast berth tank 115 may provide improved stability and structural support that allows the liquefaction vessel 100 to support the upper trunk deck 135 and / or the extended portion 140. In one embodiment of the Q-Max class, the upper trunk deck 135 is about 27 meters and the extended portion 140 is about 14 meters.

  In some embodiments, the upper trunk deck 135 may extend on the port side 120 and starboard side 125 of the vessel as indicated by the extended portion 140. The upper trunk deck 135 may extend the entire length of the liquefaction vessel 100 and may be lifted above the upper deck 145 in one or more exemplary embodiments. If the LNGC is a revaporization ship, the upper deck 145 is conventionally used for revaporization equipment. In such a conventional configuration, the revaporization facility may be located on the bow side on the upper deck 145. Upper deck 145 is also a place where liquefaction equipment is located in a conventional floating body liquefaction unit. The ship side skin 150 between the upper deck 145 and the extended portion 140 of the upper trunk deck 135 is non-airtight and can be exposed to wind and rain. The extension 140 of the upper trunk deck 135 may be between 17 m and 20 m on both the port side 120 and the starboard side 125 of the liquefaction vessel 100 in the case of a hull having a length of 345 m. In some embodiments, the upper trunk deck 135 may be 14 m on each side and may extend over the length of the liquefaction vessel 100 as shown in FIGS. 3 and 4.

Liquefaction Facility For illustrative purposes only, FIG. 3 shows a Q-Max class vessel with a dual line mixed refrigerant (DMR) that may be capable of delivering 3.0 MTPA (million tons / year) or higher. In some embodiments, the liquefaction vessel 100 may be a Q-Flex class vessel with a line of mixed refrigerant (SMR) for smaller configurations having a delivery rate of less than 2.0 MTPA. FIG. 3 is a plan view of the upper trunk deck 135, which can provide space for and support the liquefaction facility 350.

  In one embodiment, the liquefaction facility 350 may be mounted on the upper trunk deck 135. Upper trunk deck 135 may extend over the length of the vessel on both port side 120 and starboard side 125. A series of switches together constitute a single LNG train. The liquefaction facility 350 may be a single DMR train or multiple SMR trains.

  The liquefaction facility 350 may convert gaseous natural gas to liquefied natural gas (LNG) by removing heat from the natural gas until the natural gas is below its boiling point. As shown in FIG. 3, the liquefaction facility 350 may be disposed on the extended portion 140 of the upper trunk deck 135 rather than on the upper deck 145 to be located in a conventional sized vessel. In some embodiments, the liquefaction facility 350 may be located on the upper deck 145 (on the upper trunk deck 135 as a supplement to the upper deck 145) and / or on the extended portion 140.

  As shown in FIG. 3, the high temperature liquefaction module 300, the low temperature liquefaction module 305, the dehydration module 310, the amine module 315, the boil-off gas (BOG) module 330, the low temperature box 325, and the utility module 320 are all on the upper trunk deck 135. Specifically, it can be placed on the extended portion 140 of the upper trunk deck 135 and supported by the ballast saddle side tank 115. As shown in FIG. 3, the upper trunk deck 135 extends substantially the length of the liquefaction vessel 100 on both the port side 120 and the starboard side 125. The extended portion 140 of the upper trunk deck 135 is ballasted over the full width of the natural gas liquefaction vessel 100 (between 17 m and 20 m) on both the port side 120 and starboard side 125 and over the length of the natural gas liquefaction vessel 100. It may extend over the heel side tank 115.

  The liquefaction facility 350 can be obtained from Black & Beat Corporation (Overland Park, Kansas, United States), Air Products and Chemicals, Inc. (Allentown, Pennsylvania), Linde AG (Pullach, Germany), Axens-IFP (Rueil, France), Royal Dutch Shell plc (The Hague, the Netherlands), or dLG. (Perth, Australia). In one example, the liquefaction facility 350 may be a Black & Beat one-line mixed refrigerant (SMR), two-line mixed refrigerant (DMR), or another liquefaction technique known to those skilled in the art.

  In contrast to selecting a liquefaction facility 350 having a smaller number of facilities or a smaller, more compact footprint than land-based liquefaction, as conventionally required for floating liquefaction units, one or more The liquefaction facility 350 in the embodiment may be more complex. The liquefaction facility 350 may allow for gas pre-treatment and / or modification of the treatment facility due to the additional loading weight and space available in the illustrated embodiment. In the conventional system, for example, as described in Patent Document 1, since the space of the ship liquefaction ship is limited, it has been desired to move the natural gas pretreatment system to the land. Exemplary embodiments of the present invention require pre-processing on land pre-processing facilities or production platforms, since larger deck space and / or cargo weight is available on board the liquefaction vessel 100 than in previous configurations. Can prevent sex.

Liquefaction processes on ships Natural gas liquefaction processes are well known in the art. However, numerous variations in processes and liquefaction plants have been developed. Propane precooled mixed refrigerant processes and pure component cascade cycle processes have dominated the market in the past. One or more embodiments of the liquefaction vessel 100 may utilize a DMR process or an SMR process. The present invention may be comparable to any other process known to those skilled in the art that is supported by and comparable to the advantages of one or more embodiments of the present invention.

  FIG. 5 is a flow diagram of an exemplary process that may be performed on liquefaction vessel 100. The liquefaction vessel 100 may receive natural gas from subsea wellhead equipment or through high-pressure hard arms and pipelines on the wharf. Although FIG. 5 shows an example in which natural gas from the underwater wellhead apparatus 500 can be supplied to the liquefaction ship 100 via the flow line and the riser pipe 505, the present invention is not limited thereto. In any case, the liquefaction process as shown in FIG. 5 may be the same after the natural gas reaches the liquefaction vessel 100. As shown in FIG. 4, the liquefaction vessel 100 may use either an integrated turret such as a semi-submersible turret cargo handling buoy or an external turret 400 at the bow of the liquefaction vessel 100. In some embodiments, the external turret 400 may allow weather vaning of the liquefaction ship 100.

  Natural gas may travel from the source through the pipe to gas handling and receiving 510 to the management flow measurement 515 and then proceed to the amine module 315 for compression 520 and acid gas removal 525. Dehydration and mercury (Hg) removal 530 may be performed in the dehydration module 310. The dewatering module 310 is coupled to the cold box / heavy module 325 by a pipe, where liquefaction and heavy removal 535 steps may be performed. In some embodiments that utilize a dual-line mixed refrigerant (DMR) process, such as the Black and Beat referenced above, liquefaction may be performed using the high temperature liquefaction module 300 and the low temperature liquefaction module 305. In this approach, the high temperature liquefaction module 300 first cools the gas from ambient temperature (high temperature) and then the low temperature liquefaction module 305 liquefies the gas at about 160 ° C. The resulting LNG from these liquefaction modules goes to an end flash process 540 where further LNG subcooling can be achieved by passing through an expander (reverse operation of the compressor). An end flush process 540 may be required because LNG may still be at a relatively high pressure when liquefaction is complete. However, LNG may be stored on the liquefaction ship 100 at a pressure slightly higher than atmospheric pressure. Therefore, it is advantageous to reduce the pressure through the expander so that the LNG can be tuned for storage and can also generate some additional power through a generator coupled to the expander. It is. Due to the pressure drop in this step, part of the LNG can be vaporized into steam and used as fuel gas. The LNG can then be transferred to the LNG store 545. Both the end flash process 540 and the LNG storage 545 can generate boil-off gas. Boil-off gas (BOG) can be used for the fuel gas or liquefied back. Boil-off gas / fuel gas handling 555 may be performed at the BOG module 330. A flare tower 415 may be placed at the bow of the liquefaction vessel 100, which may burn and remove LNG and safely burn off the LNG from the liquefaction vessel 100. A cold handling arm or hose (not shown) may perform LNG shipping 550 from the liquefaction vessel 100.

  The liquefaction vessel 100 may also need to process by-products of the liquefaction process on the vessel. Dehydration can generate water. The generated water treatment 575 can be stored in the generated water storage 580 but is eventually discarded at the generated water disposal 585 where it is released into the hull. Also, when MEG (monoethylene glycol) recovery and regeneration 590 receives natural gas from gas handling and receiving 510 and returns natural gas to the wellhead device 500, it generates water for treatment of the generated water 575. obtain. Moreover, the liquefaction ship 100 can perform chemical substance injection 595 to the wellhead apparatus 500. Eventually, gas handling and receiving 510 and liquefaction / heavy removal 535 generate condensate, which is processed by condensate stabilization 560 and then transferred to condensate storage 565 for final condensation. It can be unloaded at the liquid load 570.

Power System The power system 410 of the liquefaction ship 100 can be powered by a dual fuel generator set having either one or two propellers 405. Electricity for powering the liquefaction vessel 100 and the liquefaction process equipment may be generated using this dual fuel generator set, which may be one or more, for example, supplying diesel power. It may be a dual fuel diesel generator set. In some embodiments, power to the liquefaction vessel 100 and liquefaction facility 350 may be supplied by a gas engine or gas turbine. Liquefaction vessel 100 may utilize automatic propulsion to move to a safe location such as during and / or out of production and / or during bad weather.

  It will be appreciated by those skilled in the art that the cargo tank, cargo capacity, trunk deck extension, and side tank dimensions described herein may be modified proportionally based on the size of the hull used in the liquefaction vessel 100. Will be understood.

  The natural gas liquefaction ship was explained. Exemplary embodiments may provide improved cargo containment and deck structures for floating liquefaction units or liquefaction ships. The illustrative embodiments may use the ship's payload weight more efficiently, at the expense of very limited storage space. The illustrative embodiments provide space for a more efficient power system on the ship and can power ships and liquefaction processes while utilizing dual fuel diesel power for ship propulsion. The liquefaction vessel of the exemplary embodiment may provide additional liquefaction process configurations and more economical options for long term charters. Exemplary embodiments may be capable of producing 2.0-3.0 MTPA within a standard hull footprint such as, for example, a Q-Max hull.

  In light of this description, further modifications and alternative embodiments of various aspects of the invention will be apparent to those skilled in the art. Accordingly, this description is to be construed as illustrative only and is for the purpose of teaching those skilled in the art the general embodiments of the invention. It should be understood that the forms of the invention shown and described herein are to be recognized as presently preferred embodiments. Both will become apparent to those skilled in the art after teaching the advantages of this description of the invention, but elements and materials may be substituted for those shown and described herein, and parts and The process may be reversed and some features of the invention may be used individually. Changes may be made in the elements described herein without departing from the scope of equivalents as described in the appended claims. Furthermore, it should be understood that the features individually described herein may be combined in some embodiments.

DESCRIPTION OF SYMBOLS 100 Natural gas liquefaction ship 105 Hull 110 Cargo tank 115 Ballast dock side tank 120 Port side 125 Starboard side 130 Excess space 135 Upper trunk deck 140 Extension part 145 Upper deck 150 Ship side shell 300 High temperature liquefaction module 305 Low temperature liquefaction module 310 Dehydration module 315 Amine module 320 Utility module 325 Cryogenic box / heavy module 330 Boil-off gas BOG module 350 Liquefaction facility 400 External turret 405 Propeller 410 Power system 415 Flare tower 500 Wellhead device, Underwater wellhead device 505 Flow line and riser pipe 510 Gas handling and receiving 515 Control flow measurement 520 Compression 525 Acid gas removal 530 Dehydration and mercury (Hg) removal 535 Liquefaction / Heavy removal Last 540 End-flash process 545 LNG storage 550 LNG shipping 555 Boil-off gas / fuel gas handling 560 Condensate stabilization 565 Condensate storage 570 Condensate shipping 575 Generated water treatment 580 Generated water storage 585 Generated 590 MEG (monoethylene glycol) recovery and regeneration 595 Chemical injection

Claims (18)

A natural gas liquefaction vessel comprising a natural gas liquefaction vessel newly built on a Q-Max class hull, wherein the Q-Max class hull is
Cargo bunker,
A plurality of membrane type cryogenic cargo tanks installed in the cargo cage, each of the plurality of membrane type cryogenic cargo tanks having a width of 41 m ,
At least one pair of ballast basin tanks, each located on the port side and starboard side of the cargo basin and adjacent to at least one low temperature cargo tank of the plurality of low temperature cargo tanks, At least one pair of ballast 舷 side tanks, wherein the ballast 舷 side tank is 7 m wide,
A trunk deck above the cargo trough, extending over the plurality of cold cargo tanks and over the at least one pair of ballast saddle tanks;
A natural gas liquefaction plant on the trunk deck;
With
The natural gas liquefaction plant comprises a gas handling and receiving manifold located at the bow of the natural gas liquefaction ship fluidly coupled to a natural gas supply, and an amine module, the amine module comprising at least one compressor and An amine gas removal pretreatment facility, wherein the amine module is fluidly coupled to a dehydration module and a mercury removal facility; the dehydration module and the mercury removal facility are fluidly coupled to a liquefaction module; and the liquefaction module and boil-off gas (BOG) ) Both modules are fluidly coupled to both of the plurality of cryogenic cargo tanks;
The 41 m wide low temperature cargo tank and the 7 m wide ballast 舷 side tank form a reserve loading weight,
The reserve cargo weight is allocated to the trunk deck and the natural gas liquefaction plant.   The natural gas liquefaction ship according to claim 1, wherein the liquefaction module includes a low temperature liquefaction module and a high temperature liquefaction module.   The natural gas liquefaction ship of claim 1, wherein the liquefaction module comprises a low temperature box module.   The natural gas liquefaction ship according to claim 1, comprising an underwater natural gas well.   The natural gas liquefaction vessel according to claim 1, comprising a high-pressure hard arm and a pipeline on the pier.   The natural gas liquefaction ship according to claim 1, further comprising a dual fuel generator set for supplying electric power to the natural gas liquefaction ship.   The natural gas liquefaction ship according to claim 6, wherein the dual fuel generator set further includes at least one propeller that propels the natural gas liquefaction ship.   The natural gas liquefaction ship according to claim 1, further comprising a weather vaneing turret at the bow of the natural gas liquefaction ship. The natural gas liquefaction ship according to claim 1, wherein the plurality of low-temperature cargo tanks have a capacity of 180,000 m ³ . A natural gas liquefaction ship, a cargo ship in a hull of the natural gas liquefaction ship,
A plurality of low temperature cargo tanks in the cargo cage;
At least one pair of ballast basin side tanks, located on the port side and starboard side of the cargo basin and coupled to at least one low temperature cargo tank of the plurality of low temperature cargo tanks; At least one pair of ballast basin tanks;
A pair of trunk deck extensions lifted above the upper deck of the natural gas liquefied ship by a ship side shell, wherein the pair of trunk deck extensions are the at least one pair of ballast dredging tanks A pair of trunk deck extensions that extend above and the ship side skin is airtight and subject to wind and rain;
A natural gas liquefaction plant on the pair of trunk deck extensions;
Equipped with a,
The natural gas liquefaction plant on the pair of trunk deck extensions comprises a gas handling and receiving manifold located at the bow of the natural gas liquefaction ship fluidly coupled to a natural gas supply source, and an amine module. The amine module comprises at least one compressor and an acid gas removal pretreatment facility, the amine module is fluidly coupled to a dehydration module and a mercury removal facility, and the dehydration module and the mercury removal facility are connected to a liquefaction module. A natural gas liquefaction vessel , wherein the liquefaction module and boil-off gas (BOG) module are fluidly coupled to the plurality of cryogenic cargo tanks .   The natural gas liquefaction ship according to claim 10, wherein the natural gas liquefaction ship is a Q-Max ship.   The natural gas liquefaction ship according to claim 10, wherein the natural gas liquefaction ship is a Q-Flex ship. A natural gas liquefaction ship system,
A natural gas liquefaction ship, the natural gas liquefaction ship,
At least one cargo tank on the port side and starboard side of the ballast port,
A pair of trunk deck extensions extending from the trunk deck above the upper deck, wherein the pair of trunk deck extensions are lifted above the upper deck by a ship side skin and A pair of trunk deck extensions supported by the tank;
A liquefaction facility on the pair of trunk deck extensions;
A dual fuel diesel generator set for powering the natural gas liquefaction ship and powering the liquefaction facility;
Equipped with a,
The liquefaction facility on the pair of trunk deck extensions is:
A gas handling and receiving manifold located at the bow of the natural gas liquefaction vessel fluidly coupled to a natural gas supply;
An amine module comprising at least one compressor and an acid gas removal pretreatment facility;
With
The amine module is fluidly coupled to a dehydration module and a mercury removal facility;
The dehydration module and the mercury removal facility are fluidly coupled to a liquefaction module;
The liquefaction module is a natural gas liquefaction ship system that is fluidly coupled to a plurality of cryogenic cargo tanks . The natural gas liquefaction ship system according to claim 13 , wherein the natural gas liquefaction ship is a Q-Max ship. The natural gas liquefaction ship system according to claim 13 , wherein the natural gas liquefaction ship is a Q-Flex ship. A natural gas liquefaction ship system,
A natural gas liquefaction ship, the natural gas liquefaction ship,
At least one cargo tank on the port side and starboard side of the ballast port,
A pair of trunk deck extensions extending from the trunk deck above the upper deck, wherein the pair of trunk deck extensions are lifted above the upper deck by a ship side skin and A pair of trunk deck extensions supported by the tank;
A liquefaction facility on the pair of trunk deck extensions;
A dual fuel diesel generator set for powering the natural gas liquefaction ship and powering the liquefaction facility;
With
The pair of trunk deck extensions extend over the full width of the natural gas liquefaction vessel on both the port side and the starboard side and over the length of the natural gas liquefaction vessel above the ballast berth side tank. to standing, natural gas liquefaction vessel system. The natural gas liquefaction ship system according to claim 16 , wherein the total width of the natural gas liquefaction ship is between 17 and 20 meters. The natural gas liquefaction ship system according to claim 13 or 16 , wherein the at least one cargo tank is a membrane type cargo tank.

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