KR20180095724A - Liquefied natural gas ship - Google Patents

Abstract

A liquefied natural gas vessel containing an increased tonnage of tonnage of liquefied natural gas carriers (LNGCs) of equivalent size ships is provided, which is obtained by reducing the cargo volume of the LNGC. Due to this difference, clearance spaces are created on the port side and the starboard side of the cargo tanks to increase the size of adjacent wing tanks. The increased size of the wing tanks occupies a space created by the reduced cargo tank size of the vessel and can support a relatively larger upper trunk deck. Due to ballast wing tanks and relatively small cargo tanks, the available dead load is increased. According to this approach, the upper trunk deck of the increased vessel can support an efficient floating liquefaction plant, which can produce 2.0-3.0 MTPA at the projected area of a standard vessel hull, for example a Q-Max hull Thus improving the LNG value chain.

Description

Liquefied natural gas ship

Embodiments of the invention relate to the field of marine liquefaction of natural gas. More specifically, but not by way of limitation, one or more embodiments of the present invention relate to natural gas liquefied vessels.

Typically, natural gas is transported by pipeline from where it is produced to where it is consumed. However, often large quantities of natural gas can be produced in countries or regions whose production greatly exceeds the consumption, and in this case, for example, due to the fact that production sites and consumption sites are separated by ocean or rain forest, It may be difficult to transport gas to the place of commercial demand. Unless there is an effective way to transport natural gas to commercial demand, the opportunity to realize the economics of gas may be lost.

Liquefaction of natural gas facilitates storage and transport of natural gas. Liquefied natural gas ("LNG") accounts for approximately 1/600 of the volume of natural gas 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 cryogenic container at a pressure slightly above atmospheric pressure. When the temperature of the LNG is raised, it can be regasified again into a gaseous form.

Demand for natural gas has facilitated the transport of LNG by special vessels. Natural gas produced in a location rich in natural gas is liquefied in this manner and can be transported through the oceans to locations where natural gas is most needed. Typically, natural gas is collected through one or more pipelines and sent to land-based liquefaction plants. Land-based liquefaction plants and associated collection pipelines are expensive, can occupy large areas of land, and permit and construction can take many years. Thus, land-based liquefaction plants may not be suitable for variations in the location of the natural gas supply sites or for liquefaction in small or small gas reservoirs. Once natural gas has been liquefied in land-based facilities, LNG must be stored in a large land-based cryogenic storage tank and transported to a terminal facility via a special cryogenic pipeline, and vessels with cryogenic compartments (Sometimes referred to as an LNG carrier ("LNGC")), such a combination of operations may increase the overall cost of transporting the gas to its final destination. LNG projects essentially require large capital. Liquefaction plants account for approximately 50% of the total cost of the LNG value chain, the most expensive factor. Therefore, cost reduction of the liquefaction plant is important. The capital cost of the liquefaction plant depends on many factors, including plant location, scale, site conditions, and the quality of the feed gas. The thermodynamic aspects of the liquefaction process are well developed. Thus, improvements in the industry are derived from improvements in the cost-saving liquefaction process and infrastructure. Of course, development costs are returned to profit over the lifetime of the facility. Therefore, the efficiency in process and infrastructure can reduce the overall cost per tonne of LNG during the life of the liquefaction plant.

One way to reduce the liquefaction cost of natural gas is to liquefy the gas in a floating unit or ship. Suppliers have transformed existing LNGCs to accommodate shipboard liquefaction plants. However, LNGCs that can be used for conversion are typically old vessels that lack space and deadweight (deadweight) for additional liquefaction facilities. In these older carriers, ship designers typically maximize the cargo tank size, taking into account the original function of the ship as a LNGC, and thus the cargo space in the hull takes up a large percentage of the ship dead load. Deadweight tonnage is a measure of how much mass a ship can carry or safely carry, which does not include the weight of the ship. The dead load of a ship is important for the use of the ship because the equipment mounted on the ship is too heavy to allow the ship to penetrate too deep into the water or be damaged under excessive longitudinal stress. Sometimes sponsors are added to the sides of the LNGC to create more cargo space and increase dead loads, but this often fails to provide sufficient dead load to allow for the addition of complex liquefaction facilities. Also, old loading LNGC ships are typically steam powered and can not generate 40-50 MW of power required for liquefaction plants. As a result of such size and power constraints, the conversion of old loading vessels to natural gas liquefied vessels requires high cost rework. Such modifications are not particularly economical when the LNGC is to be used for a long period of time, for example more than five years, due to the cost of providing power to the old ship.

While it may be possible to build new ships by adding the need for liquefaction of natural gas to existing LNGC designs, most LNGC designs do not provide the required dead load for the addition of heavy liquefaction plants.

As can be seen from the above problems, the present aged loading vessels are not candidates for conversion to the LNGC with liquefaction functions, due to the many disadvantages mentioned above, and new vessels designed to maximize the cargo space, It does not have the dead load required for the installation.

Therefore, improved natural gas liquefied vessels are needed.

The embodiments disclosed herein generally relate to an apparatus and system for a natural gas liquefied vessel. An exemplary embodiment of a natural gas liquefied vessel includes a newly built natural gas liquefied vessel in a Q-Max class vessel with a cargo hold, the natural gas liquefied vessel comprising: A plurality of cryogenic cargo tanks installed in the reservoir, the plurality of cryogenic cargo tanks being of the membrane type, each having a width of approximately 41 m; cryogenic cargo tanks; At least one pair of ballast wing tanks, one at each of a port side and a starboard side of a dock, wherein the ballast wing tanks are at least one of a plurality of cryogenic cargo tanks Each ballast wing tank having ballast wing tanks of width approximately 7 meters; A trunk deck above the dock, the trunk deck extending over the plurality of cryogenic cargo tanks and over at least a pair of ballast wing tanks; And a natural gas liquefaction plant on the trunk deck, wherein the natural gas liquefaction plant comprises: a gas liquefied vessel at the bow of a natural gas liquefied vessel, fluidly coupled to a source of natural gas, And a gas loading and reception manifold; An amine module comprising at least one compressor and acid gas removal pretreatment equipment, the amine module being fluidly coupled to a dehydration module and a mercury removal device; And a dehydration module and a mercury removal equipment fluidly coupled to the liquefaction module, wherein the plurality of cryogenic cargo tanks are fluidly coupled to both the liquefaction module and the BOG module (Boil Off Gas module) Dead loads are secured by cryogenic cargo tanks and ballast wing tanks of approximately 7m wide, and the saved deadweight applies to trunk decks and natural gas liquefaction plants.

There is provided an exemplary embodiment of a liquefied natural gas (LNG) vessel system comprising a natural gas liquefied vessel, said natural gas liquefied vessel comprising: a reservoir within the hull of the natural gas liquefied vessel; A plurality of cryogenic cargo tanks within the dock; At least one pair of ballast wing tanks, one at each of the port side and the starboard side of the dock, the ballast wing tanks being coupled to at least one of the plurality of cryogenic cargo tanks; A trunk deck above said dock, said trunk deck extending over said plurality of cryogenic cargo tanks and over at least a pair of ballast wing tanks; And a natural gas liquefaction plant on the trunk deck.

There is provided an exemplary embodiment of a liquefied natural gas (LNG) vessel system including a natural gas liquefied vessel, wherein the natural gas liquefied marine system comprises a natural gas liquefied vessel and a dual fuel diesel generator set, : Ballast wing tanks at the port side and starboard side of at least one cargo tank; An upper trunk deck extending above the ballast wing tanks and supported by the ballast wing tanks; And a liquefaction facility on the upper trunk deck, the dual-fuel diesel generator set providing power to the propulsion of the natural gas liquefied vessel and to the liquefaction facility.

In other embodiments, features of certain embodiments may be combined with features of other embodiments. For example, features of one embodiment may be combined with features of other embodiments. Further, in other embodiments, additional features may be added to the specific embodiments disclosed herein.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages of the present invention will be better understood by those of ordinary skill in the art to which the present invention pertains by the following detailed description with reference to the accompanying drawings.
1 shows a cross-sectional view of a dock of a natural gas liquefied vessel of an exemplary embodiment.
Fig. 2 shows a transverse cross-sectional view of the ship mid-section of a natural gas liquefied vessel of an exemplary embodiment.
3 is a top plan view of the upper trunk deck of a natural gas liquefied vessel of an exemplary embodiment.
4 is a side view of a natural gas liquefied vessel of an exemplary embodiment.
Figure 5 shows a flow diagram of a liquefaction process on a liquefied vessel of an exemplary embodiment.
The present invention is susceptible to various modifications and alternative forms, specific embodiments of the invention are shown by way of example in the drawings and will be described in detail below. The drawings are not drawn to scale. It is to be understood that the embodiments described herein and illustrated in the drawings are not intended to limit the invention to the particular forms disclosed herein; on the contrary, the invention is to cover all modifications, equivalents, And alternatives are intended to be included herein.

A natural gas liquefied vessel is disclosed. In the following description of exemplary embodiments, numerous specific details are set forth in order to provide a more thorough understanding of embodiments of the invention. However, it will be understood by those skilled in the art that the present invention may be practiced without including all of the specific details disclosed herein. On the other hand, in order to avoid confusion of the present invention, details, amounts and dimensions well-cut to those skilled in the art are not described in detail. It should be noted that while the examples of the present invention are described herein, claims and any and all equivalent examples are encompassed by the present invention described herein.

The singular forms of terms used in the description and the appended claims include plural meanings, unless the context clearly dictates otherwise. Thus, when referred to as cargo tanks, it implies one or more cargo tanks.

As used in the detailed description and the appended claims, the term "volume" refers to the quantity of a commodity that can be contained in a liquefied vessel as a cargo and / or in a cargo tank.

The term "coupled" as used in the description and the appended claims refers to a direct or indirect connection (e.g., a connection through at least one intervening connection) between one or more objects or components. The expression "direct attachment" means a direct connection between objects or components.

The terms "liquefaction facility", "liquefaction train (s)" and "liquefaction facility" as used in the description and the appended claims are intended to cover any type or combination of materials used to convert natural gas to liquefied natural gas Refers to one or more parts of the equipment. Thus, for example, a liquefaction plant, facility, plant, or train (s) refers to any one or more of a series of associated equipment elements or modules used in a natural gas pretreatment and liquefaction process, A boil-off gas module, a low-temperature box, and a utility module, or any similar similar device that achieves the same purpose as these different names, Equipment.

As used in the description and the appended claims, the expression "high pressure" when used in reference to a gaseous natural gas means a pressure between about 45 barg and about 100 barg. &Quot; High pressure "in connection with conduits, pipes, hoses, and / or delivery members for transferring natural gas in the gaseous state refers to the ability to maintain, deliver and / or transport natural gas having a pressure between about 45 barg and about 100 barg. Or ability to accept.

One or more embodiments of a natural gas liquefied vessel are provided. For purposes of illustration, the present invention will be described by way of natural gas, but the present invention is not limited to this embodiment. The present invention is equally applicable to other hydrocarbon gases that can be transported as liquids, such as, for example, liquefied petroleum gas, propane, or butane.

Natural gas liquefied vessels with an increased tonnage of tonnage relative to liquefied natural gas carriers (LNGCs) of equivalent size are obtained by reducing the cargo volume of LNGC. Due to the difference, the left and right sides of the cargo tanks are left free and the size of adjacent wing tanks is increased. The increased size of the wing tanks occupies the space created by the ship's reduced cargo tank size and can support a relatively larger upper trunk deck. Ballast wing tanks and relatively small cargo tanks increase the available dead load. According to such a scheme, the relatively larger upper trunk deck of the vessel can support an efficient floating liquefaction plant, which improves the LNG value chain because this can be achieved, for example, in a standard vessel hull such as a Q- Because it can generate 2.0 - 3.0 MTPA in the projected footprint.

The natural gas liquefied vessel of the exemplary embodiment includes an improved pier size and deck structure, which allows the liquefaction facility to be placed on a newly built floating vessel on a conventional LNG carrier hull, such as a Q-Max or Q-Flex hull . By using the hull design known to the shipyard and those having ordinary skill in the art (hereinafter referred to as "the ordinary engineer"), the development cost is reduced and the reliability of the newly constructed ship is increased . Where natural gas liquefied ships are newly constructed vessels, sufficient dead loads may be used exclusively on the extended upper deck to support the extended liquefied train and the improved power system. When a natural gas liquefied vessel is formed by switching over an existing vessel, the exemplary embodiments can provide more space and flexibility for complex liquefaction process equipment, as well as provide more space and flexibility for a liquefied vessel for propulsion, Power utility is provided to power the ship and power the liquefaction process on the ship. In an exemplary embodiment, the natural gas liquefied vessel has a relatively wide width on the left and right sides of the cargo tanks compared to a conventional liquefied natural gas carrier (LNGC) and / or a conventional liquefied stove unit converted to liquefied ships. These may include large ballast wing tanks and upper trunk decks extended above ballast wing tanks.

The liquefied vessels of the exemplary embodiments may be diesel-powered, for example, by a dual fuel diesel generator set. Dual fuel diesel generator sets can provide power for both ship propulsion and liquefied trains. In some embodiments, the natural gas liquefaction plant on the vessel may be powered by a gas engine or a gas turbine. According to an exemplary embodiment, the dead load of a liquefied vessel can be increased, thereby providing additional options for liquefying facility processing equipment compared to conventional LNGC and / or conventional liquefied vessels of similar hull size and grade have.

1 and 2 show an exemplary embodiment of a liquefied vessel. The liquefied vessel 100 may be anchored offshore by buoys or tethered to the pier for long periods of time, for example, for a period of five years or more. In one non-limiting example, shown in Figure 1, the liquefied vessel 100 has a hull 105 of size 345m X 55m X 27m. The LNGC hull of this size in the prior art will have a maximum cargo volume of 266,000 m ³ based on the dead load of the ship. However, in an exemplary LNGC with a 345 m long hull, as shown in FIG. 1, the liquefied vessel 100 may include a cargo tank 110 with a reduced volume of only 180,000 m ³ . By reducing the cargo volume (tank size), dead loads for additional liquefaction facilities can be made available. Other sizes of hull can also be used for the liquefied vessel 100, for example a hull having a cargo tank 110 with a volume between 145,000 m ³ and 256,000 m ³ can be used. Thus, the volume of the cargo tank 110 on the liquefied vessel 100 may be at least 15% smaller on average than the maximum loading volume of a cargo tank of a conventional similar vessel. In an exemplary embodiment, the volume of the cargo tank 110 may be approximately 30% less than the maximum loading volume of prior art LNGCs of similar size. In some embodiments of the present invention, all cargo tanks 110 within the dock of the liquefied vessel 100 have a smaller volume compared to conventional vessels of similar size, and the volume reduction is on average at least 15%. Cargo tanks 110 may be membrane or cargo tanks of the self-supporting prismatic type. In an LNG containment system for a liquefied ship 100 of some embodiments, the cargo tanks 110 may be membrane type tanks, which have a two-row / ten tank configuration to minimize sloshing, To provide mid-span deck support for the liquefier facility 350 installed.

Increase of deck space and dead load

In the following detailed description and drawings, a Q-Max class hull is shown as an example, but the present invention is not limited thereto. The present invention can be applied to a Q-Flex hull by appropriate size change. As shown in FIGS. 1 and 2, the width of the cargo tanks 110 may be cut in the liquefied vessel 100 as compared to the cargo tanks in a conventional Q-Max hull. In one embodiment, the width may be approximately 41 m. By reducing the width of the cargo tanks 110 to about 41 m without changing the height and length of the cargo tanks 110, the volume of the cargo tanks 110 is reduced without changing the overall structure of the ship. By using existing hull forms from existing shipyards, reliability is increased and development costs are reduced. The largest cost factor for LNG value chain is the liquefaction plant. For example, the Q-Max hull form is a well-known and reliable hull form where "Q" stands for Qatar and "Max" stands for the maximum vessel size that can be docked to an LNG terminal in Qatar . Existing shipyards know how to build a Q-Max hull. According to a variant of one or more embodiments of the present invention, additional dead loads are generated due to the reduced volume of cargo tanks 110. For example, by 345 m in the hull, the use of the cargo tank (110) are relative to the cargo tank 110 is of a narrow width and volume can be reduced to 180,000m ³ from 266,000m ^3, whereby, for other purposes, for example, A dead load of 40,000 tons is made available for the liquefaction plant 350. An excess space 130 is created in the port side portion 120 and the star side portion 125 of the liquefied vessel 100 adjacent to the cargo tanks 110. [

For example, in a typical LNGC ship such as a Q-Max vessel, the size of the ballast wing tank may be based on tank volume and damage requirement. In an exemplary embodiment, the ballast wing tanks 115 may be installed and / or expanded to occupy the surplus space 130. For example, the ballast wing tanks 115, which are each extended to a size of approximately 7 meters, are larger than in the case of a conventional vessel. The ballast wing tanks 115 provide improved stability and / or structural bearing capacity to enable the liquefied craft 100 to support the upper trunk deck 135 and / or the extensions 140. In the Q-Max class embodiment, the upper trunk deck 135 may have a dimension of approximately 27 m, and the extensions 140 may have a dimension of approximately 14 m.

In some embodiments, the upper trunk deck 135 may extend to the ship's side portion 120 and the starboard side portion 125 of the ship, as indicated by the extensions 140. The upper trunk deck 135 may extend over the entire length of the liquefied vessel 100 and may be raised above the upper deck 145 in one or more exemplary embodiments. If the LNGC is a regasification vessel, the upper deck 145 is typically used for regasification equipment. In this conventional configuration, the re-gasification equipment may be on the upper deck 145 in the forward direction. The upper deck 145 is where the liquefaction facility is located in a conventional floating liquefaction unit. The side enclosure 150 between the extensions 140 of the upper trunk deck 135 and the upper deck 145 may be of a non-tight type and may be weather exposed. The extensions 140 of the upper trunk deck 135 may be between 17 m and 20 m at both the port side 120 and the starboard side 125 of the liquefied vessel 100 having a 345 m long hull. In some embodiments, the upper trunk deck 135 may be 14 m on each side and may extend over the length of the liquefied vessel 100, as shown in Figs. 3 and 4.

Liquefaction plant

Although illustrated only by way of example, a Q-Max class vessel with dual-mixed refrigerant (DMR) capable of handling a sendout of 3.0 MTPA (Metric Tons per Annum) Respectively. In some embodiments, the liquefied ship 100 may be a Q-Flex class vessel with a single-mixed refrigerant (SMR) for a relatively small configuration below a 2.0 MTPA forwarding rate. 3 shows a top plan view of the upper trunk deck 135, which can provide space for the liquefaction facility 350 and support the liquefaction facility 350.

In one embodiment, the liquefaction facility 350 may be located on the upper trunk deck 135. The upper trunk deck 135 may extend over the length of the vessel at both the port side 120 and the starboard side 125. [ A series of exchangers together comprise a single LNG train. Liquefaction facility 350 may be a single DMR train (DMR train) or a plurality of SMR trains (SMR trains).

Liquefaction facility 350 may convert gas-phase natural gas to liquid natural gas (LNG) by removing heat from the natural gas until the natural gas is below the boiling point. 3, the liquefaction facility 350 may be located on the extension portions 140 of the upper trunk deck 135, rather than the upper deck 145 as in a conventional vessel of similar size. have. In some embodiments, the liquefaction facility 350 may also be disposed on the extensions 140 and / or on the upper deck 145 (as a supplement to the upper trunk deck 135).

3, the warm liquefaction module 300, the low temperature liquefaction module 305, the dewatering module 310, the amine module 315, the boil-off gas module 330, the low temperature box 325 And the utility module 320 may both be disposed on the upper trunk deck 135 and in particular on the extensions 140 of the upper trunk deck 135 and supported by the ballast wing tanks 115 . As shown in Figure 3, the upper trunk deck 135 extends substantially along the length of the liquefied vessel 100 at both the port side 120 and the starboard side 125. The extensions 140 of the upper trunk deck 135 may extend a full beam (between 17m and 20m) of the natural gas liquefied vessel 100 to both the port side 120 and the starboard side 125, Can extend over the ballast wing tanks (115) over the length of the gas liquefied vessel (100).

The liquefaction facility 350 may be any type of liquefaction plant such as the Black & Veatch Corporation of Overland Park, Kansas, United States, Air Products and Chemicals, Inc. of Allentown, Pennsylvania, Chemicals, Inc., Linde AG, Pullach, Germany; Axens-IFP, Rueil, France; Royal Dutch Shell, Hague, Royal Dutch Shell plc, or LNG Ltd. of Perth, Australia. In one example, the liquefaction facility 350 can be a single mixed refrigerant (SMR) from Black & Bikit Corporation, a double mixed refrigerant (DMR), or other liquefying technique known to those of ordinary skill in the art have.

Unlike selecting a liquefaction facility 350 with fewer or smaller and more compact projected area than an onshore-based liquefaction facility (as is typically required in a floating liquefier unit), the liquefaction facility 350 in one or more embodiments (350) may be more complex. With the liquefaction facility 350, gas pre-treatment equipment and / or improved process equipment can be provided due to the available additional dead load and space of the exemplary embodiment. In a conventional system, for example, WO 2014/168843 (entitled "System and Method for Floating Pier Side Liquefaction of Natural Gas ", by Excelerate Liquefaction Solutions, LLC) , It was desirable to place the natural gas pretreatment system on the inland side due to the limited space on the liquefied vessel. According to the exemplary embodiment of the present invention, since the available deck space and / or dead load on the liquefied vessel 100 is larger than that of the prior art, the pre-treatment on the production platform or the on- The need can be alleviated.

Liquefaction process on ship

Liquefaction processes for natural gas are well known in the art. However, many changes have been developed in liquefaction processes and liquefaction plants. In the past, precooled propane mixed coolant and pure ingredient cascade cycles dominated the market. One or more embodiments of the liquefied vessel 100 may use DMR or SMR processes. The present invention may be used interchangeably with any other process known to those of ordinary skill in the art that is compatible with the advantages of one or more embodiments of the present invention and is supported by those advantages.

FIG. 5 shows a flow diagram of exemplary processes that may be performed on a liquefied vessel 100. FIG. The liquefied vessel 100 may receive natural gas from pipelines and high pressure hard arms on the deck or from a gas well below the sea. 5 shows an example in which natural gas from the submarine gas well 500 can be supplied to the liquefied vessel 100 through the flow line and the riser 505, but the present invention is not limited thereto. In other cases, the liquefaction process shown in Fig. 5 may be the same as long as the natural gas reaches the liquefied vessel 100. 4, the liquefied vessel 100 may utilize an integrated turret, such as an external turret 400 or a submerged turret loading-buoy, at the head of the liquefied vessel 100. In some embodiments, the external turret 400 may allow for weathervaning of the liquefied vessel 100.

Natural gas travels from the source to the accounting metering section 515 from the gas loading and receiving section 510 through the pipes and then enters 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 low temperature box / heavyweight module 325 by pipes, where steps of liquefaction and weight removal 535 can be made in the module 325. In some embodiments using a dual mixed coolant (DMR) process such as that of the Black & Vitic Corporation described above, liquefaction can be performed using warming liquefier module 300 and low temperature liquefaction module 305. In this manner, the liquefaction module 300 first cools the gas from the (warm) ambient temperature, and then the liquefaction module 305 liquefies the gas at approximately -160 ° C. The LNG obtained from the liquefying module (s) is transferred to the end-flash process 540 where additional sub-cooling of the LNG is achieved by passing the LNG through an inflator (which operates in an opposite manner to the compressor) . Once the liquefaction is complete, the end-flash process 540 is required because the LNG is still at a relatively high pressure. However, the LNG can be stored in the liquefied vessel 100 under a pressure slightly higher than atmospheric pressure. It is therefore advantageous to reduce the pressure through the inflator so that the LNG can be conditioned for storage and also generate some additional power through the generator connected to the inflator. As the pressure drops at this stage, a portion of the LNG can flash rapidly into steam, which can be used as a fuel gas. The LNG may then be delivered to the LNG storage 545. A boil off may occur in both the end flash process 540 and the LNG storage 545. Evaporative gas (BOG) can be used for the fuel gas, or can be re-liquefied and returned. The handling 555 of the evaporative gas / blown gas can be done in the BOG module 330. The flare tower 415 can be located at the head of the liquefied vessel 100 and can combust the LNG to burn safely away from the liquefied vessel 100. [ Off loading 550 of LNG from the liquefied vessel 100 may be provided by cryogenic loading arms or hoses (not shown).

The liquefied vessel 100 may also need to process by-products of the liquefaction process on the liquefied vessel. Water is generated by dehydration. The generated water storage unit 580 may be provided with the generated water treatment unit 575. However, the generated water is eventually discarded in the generated water disposal unit 585, . The MEG (Mono Ethylene Glycol) recovery and regeneration unit 590 receives natural gas from the gas loading and receiving unit 510 and returns the natural gas to the gas jets 500. Water Can be generated. The liquefied vessel 100 may provide a chemical injection 595 for the gas jets 500. Finally, the gas loading and receiving portion 510 and the liquefied / heavy material removing portion 535 can generate a condensate, which is treated by the condenser stabilizing portion 560 and then condensed by the condenser storing portion 565 , And may ultimately be offloaded at the condensate offloading unit 570. [

Power system

The power system 410 of the liquefied vessel 100 may be powered by a dual fuel generator set having one or two propellers 405. Electricity to provide power to the liquefied vessel 100 and the liquefaction process equipment may be generated using a dual fuel generator set, for example, one or more dual fuel diesel generators providing diesel electric power Lt; / RTI > In some embodiments, power to the liquefied vessel 100 and liquefier 350 may be provided by a gas engine or gas turbine. The liquefied craft 100 may use its own propulsion, for example during off-road operations to avoid damage during inclement weather and / or to access and / or depart from the production location.

It will be appreciated by those of ordinary skill in the art that the dimensions of the cargo tanks, cargo volumes, trunk deck extensions, and wing tanks described herein can be varied in a proportional manner based on the size of the vessel hull employed in the liquefied vessel 100 will be.

Having described a natural gas liquefied vessel as described above, the above exemplary embodiments can provide an improved cargo containment and deck structure for a floating liquefier unit or vessel. The exemplary embodiments can more efficiently utilize the dead load of a ship by sacrificing only a limited amount of storage space. Exemplary embodiments may provide space for a more efficient power system onboard the vessel, thereby providing power to the vessel and liquefaction process utilizing dual fuel diesel power for propulsion of the vessel. The liquefied vessels of the exemplary embodiments can provide additional liquefaction process equipment and a more economical choice for long term chartering. According to an exemplary embodiment, 2.0-3.0 MTPA can be produced in the projected area of a standard ship hull, for example a Q-Max hull.

From the description of the present invention, those skilled in the art will be able to clearly understand additional variants and alternative embodiments of the various aspects of the invention. Accordingly, it is to be understood that the description is to be construed as illustrative, and is in no way intended to limit the scope of the present invention to those skilled in the art. It is to be understood that the forms of the invention shown and described herein are presently preferred embodiments. The elements and materials shown and described herein may be interchanged and the order of components and processes may be reversed and certain features of the present invention may be utilized independently, Will be apparent to one of ordinary skill in the art upon reading the description. Changes may be made to the elements described herein without departing from the scope and equivalence of the invention as set forth in the following claims. It is also to be understood that the features disclosed herein may be employed independently or in combination in any given embodiment.

Claims (20)

A natural gas liquefied vessel constructed in a Q-Max class vessel with a cargo hold, the natural gas liquefied vessel comprising:
A plurality of cryogenic cargo tanks installed in the reservoir, the plurality of cryogenic cargo tanks being of the membrane type, each having a width of approximately 41 m; cryogenic cargo tanks;
At least one pair of ballast wing tanks, one at each of a port side and a starboard side of a dock, wherein the ballast wing tanks are at least one of a plurality of cryogenic cargo tanks Each ballast wing tank having ballast wing tanks of width approximately 7 meters;
A trunk deck above the dock, the trunk deck extending over the plurality of cryogenic cargo tanks and over at least a pair of ballast wing tanks; And
A natural gas liquefaction plant on the trunk deck,
The natural gas liquefaction plant comprises:
A gas loading and reception manifold at the bow of a natural gas liquefied vessel and fluidly coupled to the source of natural gas;
An amine module comprising at least one compressor and acid gas removal pretreatment equipment, the amine module being fluidly coupled to a dehydration module and a mercury removal device; And
A dehydration module and a mercury removal equipment fluidly coupled to a liquefaction module,
The plurality of cryogenic cargo tanks are fluidly coupled to both the liquefaction module and the BOG module (Boil Off Gas module)
Dead loads are secured by cryogenic cargo tanks of approximately 41m wide and ballast wing tanks of approximately 7m wide,
Saved deadweight is applied to trunk decks and natural gas liquefaction plants. Natural gas liquefied ships. The method according to claim 1,
Wherein the liquefaction module comprises a cold liquefaction module and a warm liquefaction module. The method according to claim 1,
Wherein the liquefaction module comprises a cold box module. The method according to claim 1,
Wherein said natural gas liquefied vessel comprises a subsea natural gas well. The method according to claim 1,
Wherein said natural gas liquefied vessel comprises high-pressure hard arms and pipelines on a deck. The method according to claim 1,
Wherein said natural gas liquefied vessel comprises a dual-fuel generator set for powering a natural gas liquefied vessel. The method according to claim 6,
Wherein said dual fuel diesel generator set further comprises at least one propeller for propelling a natural gas liquefied vessel. The method according to claim 1,
Wherein said natural gas liquefied vessel comprises a weathervaning turret at the head of a natural gas liquefied vessel. The method according to claim 1,
Wherein said plurality of cryogenic cargo tanks have a capacity of 180,000 m ³ . As natural gas liquefaction vessels,
A dock within the hull of the natural gas liquefied vessel;
A plurality of cryogenic cargo tanks within the dock;
At least one pair of ballast wing tanks, one at each of the port side and the starboard side of the dock, the ballast wing tanks being coupled to at least one of the plurality of cryogenic cargo tanks;
A trunk deck above said dock, said trunk deck extending over said plurality of cryogenic cargo tanks and over at least a pair of ballast wing tanks; And
And a natural gas liquefaction plant on the trunk deck. 11. The method of claim 10,
The natural gas liquefied vessel is a Q-Max vessel, a natural gas liquefied vessel. 11. The method of claim 10,
The natural gas liquefied vessel is a Q-Flex vessel, a natural gas liquefied vessel. 11. The method of claim 10,
The liquefaction facility on the trunk deck comprises:
A gas loading and receiving manifold at the head of a natural gas liquefied vessel and fluidly coupled to a source of natural gas;
An amine module comprising at least one compressor and an acid gas removal pretreatment device, said amine module being fluidly coupled to a dehydration module and a mercury removal device; And
A dewatering module fluidly coupled to the liquefaction module and a mercury removal equipment,
Wherein the plurality of cryogenic cargo tanks are fluidly coupled to the liquefaction module and the BOG module. A natural gas liquefied marine system comprising a natural gas liquefied vessel and a dual fuel diesel generator set,
The natural gas liquefied vessel comprises:
Ballast wing tanks at the port side and starboard side of at least one cargo tank;
An upper trunk deck extending above the ballast wing tanks and supported by the ballast wing tanks; And
And a liquefaction facility on the upper trunk deck,
Wherein the dual fuel diesel generator set provides power to the propulsion of the natural gas liquefied vessel and the liquefaction facility. 15. The method of claim 14,
The natural gas liquefied vessel is a Q-Max vessel, a natural gas liquefied ship system. 15. The method of claim 14,
The natural gas liquefied vessel is a Q-Flex vessel, a natural gas liquefied ship system. 15. The method of claim 14,
An extended upper trunk deck extends a full beam of a natural gas liquefied vessel to both the port side and the starboard side and over the wing tanks over the length of the natural gas liquefied vessel. 18. The method of claim 17,
Wherein the full beam of the natural gas liquefied vessel is between 17 and 20 meters. 15. The method of claim 14,
The liquefaction facilities on the extended upper trunk deck are:
A gas loading and receiving manifold at the head of a natural gas liquefied vessel and fluidly coupled to a source of natural gas;
An amine module comprising at least one compressor and an acid gas removal pretreatment device, said amine module being fluidly coupled to a dehydration module and a mercury removal device;
A dehydration module and a mercury removal device fluidly coupled to the liquefaction module; And
And a liquefaction module fluidly coupled to said plurality of cryogenic cargo tanks. 15. The method of claim 14,
Wherein the at least one cargo tank is a membrane type cargo tank.

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