WO2021096253A1 - Procédé de test de cale de gnl, structure en haute mer à laquelle celui-ci est appliqué, et système d'alimentation en azote liquide de structure en haute mer - Google Patents

Procédé de test de cale de gnl, structure en haute mer à laquelle celui-ci est appliqué, et système d'alimentation en azote liquide de structure en haute mer Download PDF

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Publication number
WO2021096253A1
WO2021096253A1 PCT/KR2020/015898 KR2020015898W WO2021096253A1 WO 2021096253 A1 WO2021096253 A1 WO 2021096253A1 KR 2020015898 W KR2020015898 W KR 2020015898W WO 2021096253 A1 WO2021096253 A1 WO 2021096253A1
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WO
WIPO (PCT)
Prior art keywords
cargo hold
lng
lng cargo
liquid nitrogen
test
Prior art date
Application number
PCT/KR2020/015898
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English (en)
Korean (ko)
Inventor
오필주
김민기
윤정욱
조형욱
김재우
김신
배종훈
사공완
하태관
황우연
Original Assignee
삼성중공업 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020190146212A external-priority patent/KR20210059156A/ko
Priority claimed from KR1020190146211A external-priority patent/KR20210059155A/ko
Priority claimed from KR1020190146453A external-priority patent/KR20210059827A/ko
Priority claimed from KR1020190146452A external-priority patent/KR20210059826A/ko
Application filed by 삼성중공업 주식회사 filed Critical 삼성중공업 주식회사
Priority to JP2022527767A priority Critical patent/JP7303945B2/ja
Priority to CN202080079247.0A priority patent/CN114729845A/zh
Publication of WO2021096253A1 publication Critical patent/WO2021096253A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/30—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures
    • B63B27/34—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures using pipe-lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B51/00—Testing machines, pumps, or pumping installations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C3/00—Vessels not under pressure
    • F17C3/02—Vessels not under pressure with provision for thermal insulation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M3/00—Investigating fluid-tightness of structures
    • G01M3/02—Investigating fluid-tightness of structures by using fluid or vacuum
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M99/00—Subject matter not provided for in other groups of this subclass
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/08—Investigating strength properties of solid materials by application of mechanical stress by applying steady tensile or compressive forces
    • G01N3/10—Investigating strength properties of solid materials by application of mechanical stress by applying steady tensile or compressive forces generated by pneumatic or hydraulic pressure
    • G01N3/12—Pressure testing

Definitions

  • the present invention relates to an LNG cargo hold test method and an offshore structure applying the same and a liquid nitrogen supply system for offshore structures.
  • the first integrity test for the secondary barrier is carried out on land. Thereafter, the offshore structure is moved offshore, and LNG received through LNG bunkering or produced directly from the offshore is injected into the LNG cargo hold to perform a cool down operation. After the cold shock is generated by the cooldown operation, a second integrity test is performed on the secondary barrier of the LNG cargo hold.
  • An embodiment of the present invention is to provide an LNG cargo storage test method capable of reducing costs and increasing work efficiency by performing LNG cargo storage testing processes on shore, and a liquid nitrogen supply system for offshore structures and offshore structures using the same.
  • steps (a) to (d) include the An LNG cargo container test method may be provided which is performed on an LNG cargo container, and steps (b) and (c) are performed using liquid nitrogen.
  • the performing of the cool-down operation may include controlling to maintain -158°C ⁇ 5°C for a set time while injecting liquid nitrogen into the LNG cargo container at room temperature.
  • a pumping test is performed on the pump inside the LNG hold by filling liquid nitrogen inside the LNG hold at onshore, and the liquid nitrogen inside the LNG hold is transferred to another ship using a loading arm. It may further include a test process of offloading.
  • the LNG is filled in the LNG hold to perform a pumping test on the pump inside the LNG hold, and the LNG inside the LNG hold is turned off to another ship using a loading arm.
  • the loading test process may be further included, and the FLNG may be performed in a state in which it is placed offshore, and in the case of a ship with self-navigation capability, it may be performed in a state in which it is disposed in a land terminal.
  • a different pressure is applied by filling the lower insulating layer of the secondary barrier and the upper insulating layer of the secondary barrier with nitrogen gas, and after a set time, the lower insulating layer and the upper insulating layer
  • the pressure change value of the liver may be measured, and a process of determining whether the secondary barrier is sound or not based on the measured value may be performed.
  • the step (d) may include a process of injecting a refrigerant into the LNG cargo hold and controlling the internal temperature of the LNG cargo hold to maintain -158°C ⁇ 5°C for a preset time.
  • an ammonia reactant is applied to the welding portion of the primary barrier, ammonia gas is filled in the space between the primary barrier and the secondary barrier, and the ammonia reactant is discolored based on whether or not the ammonia reactant is discolored. It consists of a process of determining the integrity of the primary barrier, and the pipe cold test may consist of a process of passing the refrigerant through the pipe and measuring whether the amount of contraction and expansion displacement of the pipe is within an allowable range. .
  • an offshore structure to which the LNG cargo hold test method is applied may be provided.
  • a buffer tank for the LNG cargo hold test work of an offshore structure located on shore, a buffer tank for supplying liquid nitrogen to the LNG cargo hold; And a control unit for controlling the amount of liquefied nitrogen injected into the LNG hold so that the internal temperature of the LNG hold is maintained within a set temperature range for a set time.
  • It may further include a tank lorry that receives the liquid nitrogen from the liquid nitrogen production unit and moves to a yard where the buffer tank is provided to supply the liquid nitrogen to the buffer tank.
  • the control unit may adjust the amount of liquid nitrogen injected into the LNG cargo hold so that the internal temperature of the LNG cargo holds -158°C ⁇ 5°C.
  • the LNG cargo hold test method according to an embodiment of the present invention and the liquid nitrogen supply system for offshore structures and offshore structures employing the same can reduce cost and increase work efficiency by performing LNG cargo hold testing processes on shore.
  • 1 is a flow chart of an LNG cargo hold test process of an offshore structure performed on shore according to an embodiment of the present invention.
  • FIG. 2 is a flow chart showing a process of testing an LNG cargo hold of an offshore structure performed following the LNG cargo hold test of FIG. 1.
  • FIG. 3 is a block diagram showing a liquid nitrogen supply system according to an embodiment of the present invention.
  • 1 is a flow chart of an LNG cargo hold test process of an offshore structure performed on shore according to an embodiment of the present invention.
  • the LNG cargo hold test processes shown in FIG. 1 are performed on the LNG cargo hold of an offshore structure in a state in which the offshore structure is placed on shore.
  • the offshore structure is an LNG cargo container such as Floating Liquefied Natural Gas (FLNG), Floating Storage Regastification Unit (FSRU), Floating Storage Unit (FSU), Re-gasification Vessel (LNG-RV), etc. It may include ships such as offshore structures and LNG carriers with self-navigation capability.
  • FLNG Floating Liquefied Natural Gas
  • FSRU Floating Storage Regastification Unit
  • FSU Floating Storage Unit
  • LNG-RV Re-gasification Vessel
  • onshore used in an embodiment of the present invention means land and includes a yard that means a shipyard. In other words, onshore is used in a broader sense than yards.
  • the LNG cargo hold test is performed at the yard, it means that the LNG cargo hold test is performed in the shipyard where the offshore structure is built, and that the LNG cargo hold test is performed on shore is not only the yard, that is, the shipyard, but also the LNG cargo hold test at other berths outside it. Includes what is being done.
  • the LNG cargo hold test process of an offshore structure is performed on shore, but it may be performed in a yard, that is, a shipyard, among on shores.
  • a primary barrier global test (PBGT) of an LNG cargo hold of an offshore structure is performed on shore (S201).
  • PBGT primary barrier global test
  • an ammonia reactant is applied to the welding part of the primary barrier, ammonia gas is filled in the space between the primary and secondary barriers, and the integrity of the primary barrier is based on whether or not the ammonia reactant is discolored. It can be made in the process of judging. For example, if a groove is formed in the welding part of the primary barrier and the ammonia reactant applied to the welding part of the primary barrier reacts with the ammonia gas filled between the primary and secondary barriers and discolors, the primary barrier is judged to be defective. I can.
  • the first secondary barrier tightening test (SBTT) of the LNG cargo hold of the offshore structure is performed on the shore (S202).
  • a different pressure is applied by filling with nitrogen gas to the lower insulating layer (IS) of the secondary barrier and the upper insulating layer (IBS; Inter Barrier Space) of the secondary barrier.
  • IS lower insulating layer
  • IBS Inter Barrier Space
  • It may consist of a process of measuring a pressure change value between the lower insulating layer of the barrier and the upper insulating layer of the secondary barrier, and determining whether the secondary barrier is sound based on the measured pressure change value.
  • the pressures of the lower insulating layer of the secondary barrier and the upper insulating layer of the secondary barrier may be measured by a pressure gauge (not shown) installed in the corresponding space, respectively. For example, when the pressures of the lower insulating layer of the secondary barrier and the upper insulating layer of the secondary barrier are measured equal to each other, the secondary barrier may be determined to be defective.
  • a pipe cold test is performed on a pipe that is connected to an LNG cargo hold of an offshore structure on the shore to perform LNG loading or unloading (S203).
  • This process (S203) may consist of a process of passing the refrigerant through the pipe and measuring the amount of contraction and expansion of the pipe by a displacement measuring device (not shown).
  • the refrigerant may include liquid nitrogen, for example.
  • the pipe may be a pipe connected to the filling pipe and the discharge pipe of the pump tower to perform LNG loading or unloading, and a pipe cold test may be performed while the pipe is installed on a ship deck. If the amount of contraction and expansion of the pipe measured by the displacement meter is within the allowable range, it can be determined as normal.
  • This process (S204) may be performed using a refrigerant other than LNG, and liquefied nitrogen may be used as in the above-described pipe cold test. When liquefied nitrogen comes into contact with the LNG cargo hold at room temperature, most of it vaporizes immediately and can cause convection inside the LNG cargo hold.
  • This process (S204) may include a process of controlling the internal temperature of the LNG cargo container to maintain -158°C ⁇ 5°C while spraying liquid nitrogen into the LNG cargo container at room temperature.
  • This process (S205) may consist of a process of raising the temperature inside the LNG cargo hold by the heater 180 (see FIG. 3), but heating the fluid inside the LNG cargo hold by the heater 180 and injecting it back into the LNG cargo hold. .
  • the fluid inside the LNG cargo hold of the offshore structure is discharged from the onshore, dry air is injected into the LNG cargo hold, and then visual inspection of the inside of the LNG cargo hold is performed (S206).
  • the temperature inside the LNG cargo container is raised to room temperature by the above-described heater 180, most of the gaseous nitrogen is present inside the LNG cargo container. Therefore, since the operator must enter the LNG cargo hold for visual inspection, nitrogen inside the LNG cargo hold is discharged and dry air at room temperature (20% oxygen concentration) is injected into the LNG cargo hold.
  • a second secondary barrier integrity test of the LNG cargo hold of the offshore structure is performed on the shore (S207).
  • a different pressure is applied by filling the lower insulating layer of the secondary barrier and the upper insulating layer of the secondary barrier with nitrogen gas, and a pressure change value between the lower insulating layer and the upper insulating layer is measured after a set time, It may be performed as a process of determining whether or not the secondary barrier is sound based on the measured pressure change value.
  • the secondary barrier is not constructed by welding, but is constructed by adhesive.
  • the reason that the secondary barrier integrity test is performed twice in the first and second phases is that after the first secondary barrier integrity test when drying the LNG cargo, the inside of the LNG cargo holds When liquefied nitrogen is injected, the LNG cargo container undergoes a rapid temperature change (hereinafter referred to as cold shock).
  • cold shock a rapid temperature change
  • the secondary barrier materials in the LNG cargo hold cause shrinkage and relaxation, it is necessary to check the integrity of the secondary barrier through a secondary barrier integrity test once more.
  • the above-described first secondary barrier integrity test process (S202) is performed under the condition that the LNG cargo hold drying process is finished
  • the second secondary barrier integrity test process (S207) is performed under the condition that the LNG cargo holds cold shock.
  • the inside of the LNG cargo hold is cooled down by spraying liquid nitrogen in the process S204 as described above, but a cold shock is applied while maintaining the internal temperature at -158°C ⁇ 5°C for a set period of time (for example, 22 hours). I can.
  • cost reduction and work efficiency may be improved by performing the LNG cargo hold test process of an offshore structure on shore.
  • the LNG cargo hold test process (S201 to S207) of the offshore structure described above may be performed in a yard (shipyard). That is, the above-described process (S201 to S207) may be performed in a shipyard in which offshore structures are built during onshore, and in this case, the movement of offshore structures is minimized, thereby reducing cost and increasing the efficiency of test work.
  • FIG. 2 is a flow chart showing a process of testing an LNG cargo hold of an offshore structure performed following the LNG cargo hold test of FIG. 1.
  • LNG is filled in the LNG cargo hold and a pumping test is performed on the pump inside the LNG cargo hold (S208).
  • this process (S208) is performed while the FLNG is placed on the offshore, and in the case of an LNG carrier with self-navigation capability, this process (S208) with the LNG carrier placed at the onshore terminal (S208). ) Is performed.
  • the produced LNG is filled into the LNG cargo hold, and a pumping test for a pump (not shown) provided inside the LNG cargo hold can be performed immediately.
  • the FLNG may perform a pumping test on a pump provided inside the LNG cargo hold.
  • the above-described pump may be a pump for offloading LNG installed in the pump tower, and the test may be performed in a state where LNG is filled in the LNG cargo hold.
  • the test was performed using LNG, but in other examples, the test is not limited to this, and instead of LNG, the test using the refrigerant used in the above-described cooldown operation process (S204) It is also possible to do.
  • the above-described warm-up operation (S205) may be performed.
  • the second secondary barrier integrity test process (S207) described above may be performed, and then a pumping test and a loading arm test may be performed on the shore.
  • the refrigerant is filled in the LNG cargo hold at the onshore, a pumping test is performed on the pump inside the LNG cargo hold, and a test of offloading the refrigerant inside the LNG cargo hold to another LNG vessel using a loading arm is performed. This makes it possible to perform pumping tests and loading arm tests on shore without the need to move offshore structures including FLNG to offshore.
  • FIG. 3 is a block diagram showing a liquid nitrogen supply system according to an embodiment of the present invention.
  • the liquefied nitrogen supply system according to the embodiment of the present invention supplies liquefied nitrogen used for testing the LNG cargo hold 101 of the offshore structure 100 located on the shore of FIG. 1 from the on shore.
  • Such a liquid nitrogen supply system receives liquid nitrogen from the liquid nitrogen production unit 105 that produces liquid nitrogen, and is moved to the buffer tank 120 to supply liquid nitrogen to the buffer tank 120, and the LNG cargo tank
  • the buffer tank 120 for supplying liquid nitrogen to 101 and the amount of liquid nitrogen injected into the LNG container 101 so that the internal temperature of the LNG container 101 is maintained within the set temperature range for a set time. It includes a control unit 130.
  • the liquefied nitrogen supply system includes a liquid nitrogen injection pipe 140 connecting the buffer tank 120 and the LNG cargo container 101, and the liquefied nitrogen supplied through the liquefied nitrogen injection pipe 140 into the LNG cargo storage 101. It may include an injection unit 150 to inject to, a control valve 160 disposed in the liquid nitrogen injection pipe 140, and a temperature sensor 170 that measures a temperature in the LNG cargo hold 101.
  • the liquid nitrogen supply system is one of a safety valve (193, Safety Valve) and a safety device (195, Safety System) for emergency situations and abnormal conditions in the liquid nitrogen injection pipe 140.
  • the ideal can be prepared.
  • the liquefied nitrogen production unit 105 may be manufactured by a gas specialized company.
  • the liquid nitrogen produced by the liquid nitrogen production unit 105 is transported to the location where the offshore structure 100 of the onshore is located while being stored in the tank lorry 110.
  • the buffer tank 120 may be provided in a movable trailer type, and may receive liquefied nitrogen from the tank lorry 110 and stably supply liquefied nitrogen to the LNG cargo hold 101 of the offshore structure 100. Like the tank lorry 110, the buffer tank 120 may be transported to a location where the onshore offshore structure 100 is located. Although not shown, facilities such as a cryogenic pump, a vaporizer, and a mixer are provided in the buffer tank 120 to discharge liquefied nitrogen toward the LNG cargo hold 101.
  • the control unit 130 controls the degree of opening and closing of the control valve 160 based on the temperature value measured by the temperature sensor 170 to determine the amount of liquefied nitrogen injected by the injection unit 150 into the LNG cargo hold 101. Adjust. For example, the control unit 130 may control the degree of opening/closing of the control valve 160 so that the temperature inside the LNG cargo window 101 is adjusted in the range of -158°C ⁇ 5°C. Through this, the internal temperature of the LNG cargo container 101 may be maintained at an approximately LNG temperature level (approximately -163°C), and a test operation using liquid nitrogen instead of LNG may be performed on shore when testing the LNG cargo container. In other words, since the liquid nitrogen is maintained at the LNG temperature level, the same effect as the cargo hold test performed using LNG can be achieved.
  • Liquefied nitrogen is injected toward the inner wall of the LNG cargo hold 101 at room temperature, and then the temperature rises and can be converted into a gaseous state.
  • the injection unit 150 may stop spraying of liquid nitrogen from this point.
  • the controller 130 closes the control valve 160 based on the temperature value measured by the temperature sensor 170, so that the injection of liquid nitrogen by the injection unit 150 may be stopped.
  • control unit 130 may maintain the temperature fluctuation range of the inside of the LNG cargo hold 101 for 22 hours according to the preset cooldown condition of the cargo hold to be -158 °C ⁇ 5 °C. That is, after the injection of liquid nitrogen into the LNG cargo hold 101 is stopped, the temperature inside the LNG cargo hold 101 gradually increases as time passes, and the control unit 130 is measured by the temperature sensor 170. Based on the set temperature value, the control valve 160 is opened so that liquefied nitrogen is injected into the LNG cargo hold 101 by the injection unit 150 little by little, for 22 hours according to the preset cooldown condition of the cargo hold.
  • the temperature fluctuation range can be maintained at -158°C ⁇ 5°C.
  • the liquefied nitrogen injection pipe 140 supplies liquefied nitrogen supplied from the buffer tank 120 to the LNG cargo hold 101 and is provided to withstand cryogenic liquefied gas.
  • the liquid nitrogen injection pipe 140 may be transported together with the buffer tank 120 to a location where the offshore structure 100 of the onshore is located.
  • the tank lorry 110, the buffer tank 120, and the liquid nitrogen injection pipe 140 may be provided to be movable, so that the test work of the LNG cargo hold 101 of the offshore structure 100 is performed anywhere on the shore, In other words, it can be carried out not only at the shipyard, but also at other berthing places outside it.
  • the injection unit 150 may include a nozzle for injecting liquid nitrogen supplied through the liquid nitrogen injection pipe 140 into the LNG cargo hold 101.
  • control valve 160 is disposed in the liquid nitrogen injection pipe 140 to adjust the flow rate of the liquid nitrogen supplied to the LNG cargo hold 101.
  • the temperature sensor 170 measures the temperature inside the LNG cargo container 101 that changes as liquefied nitrogen is injected into the interior of the LNG cargo container 101.
  • the safety valve 193 and the safety device 195 can protect the facility against an abnormal condition caused by an overpressure of a supply facility (liquid nitrogen supply system) due to an interruption in supply of liquid nitrogen or an emergency situation. have.
  • At least one of the safety valve 193 and the safety device 195 may be disposed at one or more of the front and rear ends of the control valve 160 of the liquid nitrogen injection pipe 140.
  • the safety valve 193 may include, for example, a Pressure Relief Valve (PRV) for facility overpressure and a Pressure Vacuum Valve (PVV) for low pressure (vacuum) phenomenon.
  • PRV Pressure Relief Valve
  • PVV Pressure Vacuum Valve
  • the safety device 195 may include one or more of means such as an alarm for an abnormal situation, automatic supply and stop.
  • the above-described facility overpressure phenomenon may occur in piping and facilities that supply liquid nitrogen when liquid nitrogen is supplied to the cargo hold (main ship) by using a transport means such as a pump, and when supply and demand of the cargo hold (main ship) is impossible due to an emergency situation.
  • the overpressure phenomenon may be caused by a surge caused by sudden valve operation or operation change during normal operation.
  • the overpressure may occur when the supply piping and the operating range of the corresponding facility are out of range due to vaporization of liquid nitrogen in the supply facility.
  • the above-described low pressure (vacuum) phenomenon may occur when the flow rate range that can be supplied from the liquid nitrogen supply facility to the ship is exceeded, or may occur when the transfer equipment such as a pump is operated in a situation where the liquid nitrogen is insufficient in the liquid nitrogen supply facility.
  • liquid nitrogen instead of LNG can be injected into the LNG cargo hold 101 of the offshore structure 100 while maintaining the LNG temperature level, so that the offshore structure
  • the test work on the LNG cargo hold of (100) can be carried out effectively.

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Abstract

L'invention concerne un procédé de test de cale de gaz naturel liquéfié (GNL), une structure en haute mer à laquelle celui-ci est appliqué et un système d'alimentation en azote liquide d'une structure en haute mer. Un procédé de test de cale de GNL selon un mode de réalisation de la présente invention comporte les étapes consistant à : (a) après la construction d'une cale de GNL d'une installation de gaz naturel liquéfié flottant (GNLF), réaliser un test d'intégrité primaire pour une barrière secondaire de la cale de GNL ; (b) réaliser une opération de refroidissement pour l'intérieur de la cale de GNL ; et (c) réaliser un test d'intégrité secondaire pour la barrière secondaire de la cale de GNL, les étapes (a) à (c) étant réalisées pour la cale de GNL de l'installation de GNLF dans un état dans lequel l'installation de GNLF est située à terre et l'étape (b) étant réalisée à l'aide d'un fluide frigorigène à l'exception du GNL.
PCT/KR2020/015898 2019-11-14 2020-11-12 Procédé de test de cale de gnl, structure en haute mer à laquelle celui-ci est appliqué, et système d'alimentation en azote liquide de structure en haute mer WO2021096253A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2022527767A JP7303945B2 (ja) 2019-11-14 2020-11-12 Ｌｎｇ貨物倉テスト方法とそれを適用した海洋構造物及び海洋構造物の液化窒素供給システム
CN202080079247.0A CN114729845A (zh) 2019-11-14 2020-11-12 Lng货舱测试方法及应用该方法的海洋结构物和海洋结构物的液氮供给系统

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
KR10-2019-0146212 2019-11-14
KR10-2019-0146211 2019-11-14
KR1020190146212A KR20210059156A (ko) 2019-11-14 2019-11-14 해양구조물의 lng화물창 테스트방법 및 이를 적용한 해양구조물
KR1020190146211A KR20210059155A (ko) 2019-11-14 2019-11-14 해양구조물의 lng화물창 테스트용 액화질소공급시스템
KR10-2019-0146452 2019-11-15
KR1020190146453A KR20210059827A (ko) 2019-11-15 2019-11-15 Flng의 lng화물창 테스트방법 및 이를 적용한 flng
KR1020190146452A KR20210059826A (ko) 2019-11-15 2019-11-15 선박의 lng화물창 테스트방법 및 이를 적용한 선박
KR10-2019-0146453 2019-11-15

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WO2021096253A1 true WO2021096253A1 (fr) 2021-05-20

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