U.S. patent application number 11/828999 was filed with the patent office on 2008-08-14 for lng tank ship and operation thereof.
This patent application is currently assigned to DAEWOO SHIPBUILDING & MARINE ENGINEERING CO., LTD.. Invention is credited to DONG KYU CHOI, JUNG HO CHOI, SUNG KON HAN, JUNG HAN LEE, YOUNG SIK MOON.
Application Number | 20080190352 11/828999 |
Document ID | / |
Family ID | 38596641 |
Filed Date | 2008-08-14 |
United States Patent
Application |
20080190352 |
Kind Code |
A1 |
LEE; JUNG HAN ; et
al. |
August 14, 2008 |
LNG TANK SHIP AND OPERATION THEREOF
Abstract
Disclosed is a liquefied natural gas storage apparatus. The
apparatus includes a heat insulated tank and liquefied natural gas
contained in the tank. The tank has heat insulation sufficient to
maintain liquefied natural gas therein such that most of the
liquefied natural gas stays in liquid. The contained liquefied
natural gas has a vapor pressure from about 0.3 bar to about 2 bar.
The apparatus further includes a safety valve configured to release
a part of liquefied natural gas contained in the tank when a vapor
pressure of liquefied natural gas within the tank becomes higher
than a cut off pressure. The cut off pressure is from about 0.3 bar
to about 2 bar.
Inventors: |
LEE; JUNG HAN; (Geoje-Si,
KR) ; CHOI; JUNG HO; (Geoje-Si, KR) ; HAN;
SUNG KON; (Geoje-Si, KR) ; CHOI; DONG KYU;
(Geoje-Si, KR) ; MOON; YOUNG SIK; (Geoje-Si,
KR) |
Correspondence
Address: |
KNOBBE MARTENS OLSON & BEAR LLP
2040 MAIN STREET, FOURTEENTH FLOOR
IRVINE
CA
92614
US
|
Assignee: |
DAEWOO SHIPBUILDING & MARINE
ENGINEERING CO., LTD.
SEOUL
KR
|
Family ID: |
38596641 |
Appl. No.: |
11/828999 |
Filed: |
July 26, 2007 |
Current U.S.
Class: |
114/74A ;
62/611 |
Current CPC
Class: |
F17C 2227/0178 20130101;
F17C 2250/0447 20130101; F17C 1/00 20130101; F17C 2260/02 20130101;
F17C 1/002 20130101; F17C 2221/033 20130101; F17C 2250/0443
20130101; F17C 3/025 20130101; F17C 2250/0439 20130101; F17C
2270/0123 20130101; F17C 2223/041 20130101; F17C 2227/0157
20130101; F17C 2250/0626 20130101; F17C 2203/03 20130101; F17C
2250/0408 20130101; F17C 2265/031 20130101; F17C 2223/043 20130101;
F17C 1/12 20130101; F17C 2225/047 20130101; F17C 2250/0631
20130101; F17C 2265/05 20130101; F17C 2250/043 20130101; F17C
2270/0178 20130101; F17C 2227/0339 20130101; F17C 2201/052
20130101; F17C 2223/0161 20130101; F17C 2250/0694 20130101; F17C
2260/031 20130101; F17C 2265/017 20130101; F17C 2265/037 20130101;
F17C 3/00 20130101; F17C 2205/0332 20130101; F17C 2250/0478
20130101; F17C 13/004 20130101; F17C 2265/03 20130101; F17C
2223/033 20130101; F17C 2250/072 20130101; F17C 2205/0352 20130101;
F17C 2265/034 20130101; F17C 2270/0171 20130101; F17C 2270/0173
20130101; F17C 2201/0157 20130101; F17C 2250/0621 20130101; F17C
2270/0105 20130101; F17C 2250/0495 20130101 |
Class at
Publication: |
114/74.A ;
62/611 |
International
Class: |
B63B 25/08 20060101
B63B025/08 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 12, 2007 |
KR |
10-2007-0014405 |
Apr 30, 2007 |
KR |
10-2007-0042103 |
Claims
1. An LNG tank ship, comprising: at least one heat insulated tank
configured to contain LNG in both liquid and gaseous phases
therein, wherein the at least one tank has a volume; a primary
engine of the ship for generating power to move the ship, wherein
the engine is designed to use a fuel other than LNG such that the
engine does not use LNG to reduce vapor pressure of the LNG within
the tank; and at least one liquefier configured to convert at least
a portion of gaseous phase LNG to liquid phase LNG, wherein the at
least one liquefier has a processing capacity, which is the maximum
amount of gaseous phase LNG to be processed by the at least one
liquefier for one hour, wherein a ratio of the processing capacity
to the volume is smaller than about 0.015 kg/m.sup.3.
2. The ship of claim 1, wherein the ratio is smaller than about
0.01 kg/m.sup.3.
3. The ship of claim 1, wherein the volume is greater than about
100,000 m.sup.3.
4. The ship of claim 1, wherein the processing capacity is smaller
than about 3000 kg/hour.
5. The ship of claim 1, wherein the ship does not comprise a
conduit for in fluid communication between the at least one tank
and the engine.
6. The ship of claim 1, further comprises a first conduit and a
second conduit, wherein the first conduit is configured to flow the
portion of the gaseous phase LNG from the at least one tank to the
at least one liquefier, wherein the second conduit is configured to
flow liquid phase LNG from the at least one liquefier to the at
least one tank.
7. The ship of claim 1, further comprising LNG contained in the at
least one tank, wherein a substantial portion of the LNG is in
liquid, and wherein the LNG within the at least one tank has a
vapor pressure from about 0.3 bar to about 2 bar.
8. A method of operating a LNG tank ship, the method comprising:
providing the ship of claim 1, wherein the at least one tank
contains LNG; and monitoring a vapor pressure of the LNG in the at
least one tank wherein the vapor pressure is from about 0.3 bar to
2 bar.
9. A method of unloading LNG from an LNG tank ship containing LNG
to a receiving tank, the method comprising: providing the ship of
claim 1, wherein the at least one tank comprising LNG, which has a
vapor pressure from about 0.3 bar to about 2 bar; connecting
between the LNG tank and a receiving tank such that a fluid
communication between the receiving tank and the LNG tank is
established; and unloading at least part of the LNG from the LNG
tank to the receiving tank.
10. An LNG tank ship, comprising: at least one heat insulated tank
configured to contain LNG in both liquid and gaseous phases
therein; a primary engine of the ship for generating power to move
the ship, wherein the engine is designed to use a fuel other than
LNG such that the engine does not use LNG to reduce vapor pressure
of the LNG within the tank; and at least one liquefier configured
to convert at least a portion of gaseous phase LNG to liquid phase
LNG, the at least one liquefier has a processing capacity, which is
the maximum amount of gaseous phase LNG to be processed by the at
least one liquefier for one hour, wherein the processing capacity
is smaller than about 3000 kg/hour.
11. The ship of claim 10, wherein the processing capacity is
smaller than about 1000 kg/hour.
12. The ship of claim 10, wherein the ship does not comprise a
conduit for in fluid communication between the at least one tank
and the engine.
13. The ship of claim 10, further comprises a first conduit and a
second conduit, wherein the first conduit is configured to flow the
portion of the gaseous phase LNG from the at least one tank to the
at least one liquefier, wherein the second conduit is configured to
flow liquid phase LNG from the at least one liquefier to the at
least one tank.
14. A liquefier-free LNG tank ship, comprising: at least one heat
insulated tank configured to contain LNG in both liquid and gaseous
phases therein; a primary engine of the ship for generating power
to move the ship, wherein the engine is designed to use a fuel
other than LNG such that the engine does not use LNG to reduce
vapor pressure of the LNG within the at least one tank; and wherein
the ship does not comprise a liquefier that is configured to
convert at least a portion of gaseous phase LNG to liquid phase
LNG.
15. The ship of claim 14, wherein the ship does not comprise a
conduit for in fluid communication between the at least one tank
and the engine.
16. The ship of claim 14, further comprising LNG contained in the
at least one tank, wherein a substantial portion of the LNG is in
liquid, and wherein the LNG within the at least one tank has a
vapor pressure from about 0.3 bar to about 2 bar.
17. A method of operating a LNG tank ship, the method comprising:
providing the ship of claim 14, wherein the LNG tank contains LNG;
and monitoring a vapor pressure of the LNG in the at least one tank
wherein the vapor pressure is from about 0.3 bar to 2 bar.
18. A method of unloading LNG from an LNG tank ship containing LNG
to a receiving tank, the method comprising: providing the ship of
claim 14, wherein the at least one tank comprising LNG, which has a
vapor pressure from about 0.3 bar to about 2 bar; connecting
between the LNG tank and a receiving tank such that a fluid
communication between the receiving tank and the LNG tank is
established; and unloading at least part of the LNG from the LNG
tank to the receiving tank.
19. The ship of claim 14, further comprising a flowing device
configured to flow a portion of the LNG from one location within
the tank to another location within the tank.
20. The ship of claim 19, wherein the flowing device comprises a
conduit which is located inside the tank.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This application claims priority to and the benefit of
Korean Patent Application Nos. 10-2007-0014405 filed Feb. 12, 2007
and 10-2007-0042103 filed Apr. 30, 2007, the disclosures of which
are incorporated herein by reference in their entirety. This
application is related to and incorporates herein by reference the
entire contents of the following concurrently filed
applications:
TABLE-US-00001 Filing Application Title Atty. Docket No. Date No.
LNG TANK AND AIP19.001AUS2 UNLOADING OF LNG FROM THE TANK LNG TANK
AND AIP19.001AUS3 OPERATION OF THE SAME
BACKGROUND
[0002] 1. Field
[0003] The present disclosure relates to a liquefied natural gas
tank.
[0004] 2. Discussion of the Related Technology
[0005] Generally, natural Gas (NG) is turned into a liquid (also
called liquefied natural gas or LNG) in a liquefaction plant,
transported over a long distance by an LNG carrier, and re-gasified
by passing a floating storage and re-gasification unit (FSRU) or an
unloading terminal on land to be supplied to consumers.
[0006] In case LNG is transported by an LNG re-gasification vessel
(LNG-RV), LNG is re-gasified in the LNG-RV itself, not passing a
FSRU or an unloading terminal on land, and then supplied directly
to consumers.
[0007] As liquefaction of natural gas occurs at a cryogenic
temperature of approximately -163.degree. C. at ambient pressure,
LNG is likely to be vaporized even when the temperature of the LNG
is slightly higher than -163.degree. C. at ambient pressure.
Although an LNG carrier has a thermally insulated LNG storage tank,
as heat is continually transferred from the outside to the LNG in
the LNG storage tank, the LNG is continually vaporized and boil-off
gas is generated in the LNG storage tank during the transportation
of LNG. If boil-off gas is generated in an LNG storage tank as
described above, the pressure of the LNG storage tank is increased
and becomes dangerous.
[0008] Generally, to maintain a constant pressure within the LNG
storage tank for an LNG carrier, the boil-off gas generated in the
LNG storage tank is consumed as a fuel for propulsion of the LNG
carrier. That is to say, LNG carriers for transporting LNG
basically maintain the temperature of the LNG in the LNG storage
tank at approximately -163.degree. C. at ambient pressure by
discharging the boil-off gas to the outside of the tank.
[0009] For example, a steam turbine propulsion system driven by the
steam generated in a boiler by burning the boil-off gas generated
in an LNG storage tank has a problem of low propulsion efficiency.
Also, a dual fuel diesel electric propulsion system, which uses the
boil-off gas generated in an LNG storage tank as a fuel for a
diesel engine after compressing the boil-off gas, has higher
propulsion efficiency than the steam turbine propulsion system. But
it has difficulty in maintenance due to complicated integration of
a medium-speed diesel engine and an electric propulsion unit in the
system. In addition, this system employs a gas compression method
which requires higher installation and operational costs than a
liquid compression method. Further, such method using boil-off gas
as a fuel for propulsion fails to achieve the efficiency similar to
or higher than that of a two-stroke slow-speed diesel engine, which
is used in ordinary ships.
[0010] There is also a method of re-liquefying the boil-off gas
generated in an LNG storage tank and returning the re-liquefied
boil-off gas to the LNG storage tank. However, this method of
re-liquefying the boil-off gas has a problem of installing a
complicated boil-off gas re-liquefaction plant in the LNG
carrier.
[0011] Furthermore, when the amount of boil-off gas generated in an
LNG storage tank exceeds the capacity of a propulsion system or a
boil-off gas re-liquefaction plant, the excessive boil-off gas
needs to be burnt by a gas combustion unit or gas burner.
Consequently, such method has a problem of needing an auxiliary
unit such as a gas combustion unit for treating excessive boil-off
gas.
[0012] For example, as illustrated in FIG. 4, in a case of an
exemplary LNG carrier which basically maintains an almost constant
pressure in an LNG storage tank, the LNG storage tank is somewhat
hot for the first time (for 3 to 5 days after LNG is loaded
therein). Consequently, as indicated by the solid line at the upper
part of the diagram, a considerably large amount of excessive
boil-off gas, compared with the amount of natural boil-off gas
(NBOG), is generated during the transportation of LNG, and this
excessive boil-off gas exceeds the amount of fuel consumed by a
boiler or duel fuel diesel electric propulsion system. Accordingly,
the amount of boil-off gas corresponding to the area indicated by
oblique lines which shows a difference from the dotted line at a
lower part of the diagram illustrating the amount of boil-off gas
used in a boiler or engine may need to be burnt by a gas combustion
unit (GCU). In addition, when an LNG carrier passes a canal (e.g.
between 5 and 6 days in FIG. 4), as boil-off gas cannot not
consumed in a boiler or engine (when the LNG carrier is waiting to
enter a canal), or a small mount of boil-off gas is consumed (when
the LNG carrier is passing a canal), the excessive boil-off gas
which has not been consumed for propulsion of an engine needs be
burnt. Further, even when the LNG carrier with LNG loaded therein
is waiting to enter port or entering port, none or a small amount
of boil-off gas is consumed, and consequently the excessive
boil-off gas needs be burnt.
[0013] In a case of an LNG carrier having a capacity of 150,000
m.sup.3, boil-off gas burnt as described above amounts to 1500 to
2000 tons per year, which cost about 700,000 USD, and the burning
of boil-off gas raises a problem of environmental pollution.
[0014] Korean Patent Laid-Open Publication Nos. KR 10-2001-0014021,
KR 10-2001-0014033, KR 10-2001-0083920, KR 10-2001-0082235, and KR
10-2004-0015294 disclose techniques of suppressing the generation
of boil-off gas in an LNG storage tank by maintaining the pressure
of the boil-off gas in the LNG storage tank at a high pressure of
approximately 200 bar (gauge pressure) without installing a thermal
insulation wall in the LNG storage tank, unlike the low-pressure
tank as described above. However, this LNG storage tank have a
significantly high thickness to store boil-off gas having a high
pressure of approximately 200 bar, and consequently it has problems
of increasing manufacturing costs and requiring additional
components such as a high-pressure compressor, to maintain the
pressure of boil-off gas at approximately 200 bar. There is also a
technique of a pressure tank, which is different from the
above-mentioned technique. As highly volatile liquid is stored in a
super high-pressure tank, for example, at a pressure higher that
200 bar and at the room temperature, this super high-pressure tank
does not have a problem of treating boil-off gas, but has other
problems that the tank should be small, and that the manufacturing
costs are increased.
[0015] As stated above, an LNG storage tank for an LNG carrier,
which maintains the pressure of cryogenic liquid constant near
ambient pressure during the transportation of the LNG and allows
generation of boil-off gas, has a problem of consuming a large
amount of boil-off gas or installing an additional re-liquefaction
apparatus. In addition, a method of transporting LNG using a tank,
such as a high pressure tank, which withstands a high pressure at a
high temperature, unlike a tank which transports said cryogenic
liquid at a low atmospheric pressure, does not need to treat
boil-off gas, but has a limitation on the size of the tank and
requires high manufacturing costs.
[0016] The discussion in this section is to provide general
background information and does not constitute an admission of
prior art.
SUMMARY
[0017] One aspect of the invention provides an LNG tank ship,
comprising: at least one heat insulated tank configured to contain
LNG in both liquid and gaseous phases therein, wherein the at least
one tank has a volume; a primary engine of the ship for generating
power to move the ship, wherein the engine is designed to use a
fuel other than LNG such that the engine does not use LNG to reduce
vapor pressure of the LNG within the tank; and at least one
liquefier configured to convert at least a portion of gaseous phase
LNG to liquid phase LNG, wherein the at least one liquefier has a
processing capacity, which is the maximum amount of gaseous phase
LNG to be processed by the at least one liquefier for one hour,
wherein a ratio of the processing capacity to the volume is smaller
than about 0.015 kg/m.sup.3.
[0018] In the foregoing ship, the ratio may be smaller than about
0.01 kg/m.sup.3. The ratio may be smaller than about 0.005
kg/m.sup.3. The ratio may be smaller than about 0.002 kg/m.sup.3.
The volume may be greater than about 100,000 m.sup.3. The
processing capacity may be smaller than about 3000 kg/hour. The
ship may not comprise a conduit for in fluid communication between
the at least one tank and the engine. The ship may comprise a first
conduit and a second conduit, wherein the first conduit is
configured to flow the portion of the gaseous phase LNG from the at
least one tank to the at least one liquefier, wherein the second
conduit is configured to flow liquid phase LNG from the at least
one liquefier to the at least one tank. The ship may further
comprise LNG contained in the tank, wherein a substantial portion
of the LNG is in liquid, and wherein the LNG within the tank has a
vapor pressure from about 0.3 bar to about 2 bar. The vapor
pressure may be from about 0.5 bar to 1 bar.
[0019] Another aspect of the invention provides an LNG tank ship,
comprising: at least one heat insulated tank configured to contain
LNG in both liquid and gaseous phases therein; a primary engine of
the ship for generating power to move the ship, wherein the engine
is designed to use a fuel other than LNG such that the engine does
not use LNG to reduce vapor pressure of the LNG within the tank;
and at least one liquefier configured to convert at least a portion
of gaseous phase LNG to liquid phase LNG, the at least one
liquefier has a processing capacity, which is the maximum amount of
gaseous phase LNG to be processed by the at least one liquefier for
one hour, wherein the processing capacity is smaller than about
3000 kg/hour.
[0020] In the foregoing ship, the processing capacity may be
smaller than about 1000 kg/hour. The ship may not comprise a
conduit for in fluid communication between the at least one tank
and the engine. The ship may further comprise a first conduit and a
second conduit, wherein the first conduit is configured to flow the
portion of the gaseous phase LNG from the at least one tank to the
at least one liquefier, wherein the second conduit is configured to
flow liquid phase LNG from the at least one liquefier to the at
least one tank.
[0021] Still another aspect of the invention provides a
liquefier-free LNG tank ship, comprising: at least one heat
insulated tank configured to contain LNG in both liquid and gaseous
phases therein; a primary engine of the ship for generating power
to move the ship, wherein the engine is designed to use a fuel
other than LNG such that the engine does not use LNG to reduce
vapor pressure of the LNG within the tank; and wherein the ship
does not comprise a liquefier that is configured to convert at
least a portion of gaseous phase LNG to liquid phase LNG.
[0022] In the foregoing ship, the ship may not comprise a conduit
for in fluid communication between the at least one tank and the
engine. The ship may further comprise LNG contained in the tank,
wherein a substantial portion of the LNG is in liquid, and wherein
the LNG within the tank may have a vapor pressure from about 0.3
bar to about 2 bar. The vapor pressure may be from about 0.5 bar to
1 bar. The ship may further comprise a flowing device configured to
flow a portion of the LNG from one location within the tank to
another location within the tank. The flowing device may comprise a
conduit which is located inside the tank.
[0023] Yet another aspect of the invention provides a method of
receiving LNG from an LNG tank containing LNG, the method
comprising: providing a receiving tank; connecting between the
receiving tank and an LNG tank containing LNG such that a fluid
communication between the receiving tank and the LNG tank is
established; and receiving at least part of the LNG into the
receiving tank from the LNG tank, in which the LNG has a vapor
pressure from about 0.3 bar to about 2 bar.
[0024] In the foregoing method, the vapor pressure within the LNG
tank may be from about 0.4 bar to about 1.5 bar. The vapor pressure
within the LNG tank may be from about 0.5 bar to about 1 bar. The
vapor pressure within the LNG tank may be from about 0.65 bar to
about 0.75 bar. The vapor pressure within the LNG tank may be
greater than that within the receiving tank. The LNG tank may be
integrated with a ship, and wherein the receiving tank is located
on a shore. The LNG tank may be integrated with a ship, and wherein
the receiving tank is located inland substantially away from a
shore. The method may further comprises: providing an additional
receiving tank; connecting between the additional receiving tank
and the LNG tank such that a fluid communication between the
additional receiving tank and the LNG tank is established; and
receiving at least part of the LNG into the additional receiving
tank from the LNG tank, wherein receiving into the additional
receiving tank is simultaneously performed with receiving into the
receiving tank for at least some time.
[0025] A further aspect of the invention provides a method of
unloading LNG from an LNG tank containing LNG to a receiving tank,
the method comprising: providing an LNG tank comprising LNG, which
has a vapor pressure from about 0.3 bar to about 2 bar; connecting
between the LNG tank and a receiving tank such that a fluid
communication between the receiving tank and the LNG tank is
established; and unloading at least part of the LNG from the LNG
tank to the receiving tank.
[0026] In the foregoing method, the vapor pressure within the LNG
tank may be from about 0.4 bar to about 1.5 bar. The vapor pressure
within the LNG tank may be from about 0.5 bar to about 1 bar. The
vapor pressure within the LNG tank may be from about 0.65 bar to
about 0.75 bar. The vapor pressure within the LNG tank may be
greater than that within the receiving tank. The LNG tank may be
integrated with a ship, and wherein the receiving tank is located
on a shore. The LNG tank may be integrated with a ship, and wherein
the receiving tank is located inland substantially away from a
shore. The method may further comprises: providing an additional
receiving tank; connecting between the additional receiving tank
and the LNG tank such that a fluid communication between the
additional receiving tank and the LNG tank is established; and
receiving at least part of the LNG into the additional receiving
tank from the LNG tank, wherein receiving into the additional
receiving tank is simultaneously performed with receiving into the
receiving tank for at least some time.
[0027] A still further aspect of the invention provides an
apparatus for containing LNG, the apparatus comprising: a heat
insulated tank; and LNG contained in the tank; wherein a
substantial portion of the LNG is in liquid, and wherein the LNG
within the tank has a vapor pressure from about 0.3 bar to about 2
bar.
[0028] In the foregoing apparatus, the tank may comprise heat
insulation sufficient to maintain a substantial portion of the
liquefied natural in liquid for an extended period. The vapor
pressure may be from about 0.4 bar to about 1.5 bar. The vapor
pressure may be from about 0.5 bar to about 1 bar. The vapor
pressure may be from about 0.65 bar to about 0.75 bar. The LNG
within the tank may have a temperature from about -159.degree. C.
to about -146.degree. C. The tank may have a volume greater than
about 100,000 m.sup.3. The apparatus may further comprise a flowing
device configured to flow a portion of the LNG from one location
within the tank to another location within the tank. The flowing
device may comprise a conduit which is located inside the tank. The
flowing device may comprise a conduit, at least part of which is
located outside the tank. The tank may comprises an interior wall
defining an interior space configured to contain LNG; an exterior
wall substantially surrounding the interior wall; and the heat
insulation interposed between the interior wall and the exterior
wall. The apparatus may further comprise a safety valve configured
to release part of LNG from the tank when a vapor pressure within
the tank reaches a cut off pressure of the safety valve.
[0029] A ship may comprise the foregoing apparatus, wherein the
tank may be integrated with a body of the ship. A vehicle may
comprise the foregoing apparatus, wherein the tank is integrated
with a body of the vehicle. The vehicle may be selected from the
group consisting of a train, a car and a trailer.
[0030] A yet further aspect of the invention provides a method of
operating a LNG storage apparatus, the method comprising: pro
viding the foregoing LNG storage apparatus; monitoring the amount
of the LNG within the tank; and changing the cut off pressure from
a first value to a second value when the amount of the LNG within
the tank is decreased, wherein the second value is greater than the
first value, wherein the second value is from about 0.3 bar to
about 2 bar. The second value may be from about 0.5 bar to about 1
bar.
[0031] A still another further aspect of the invention provides a
method of operating a LNG storage apparatus, the method comprising:
providing the foregoing LNG storage apparatus; and monitoring a
vapor pressure of the LNG in the tank wherein the vapor pressure is
from about 0.3 bar to 2 bar. The method may further comprise
comparing the vapor pressure to a reference pressure so as to
determine whether to initiate a safety measure, wherein the
reference pressure is from about 0.3 bar to about 2 bar. The
reference pressure may be from about 0.5 bar to about 1 bar.
[0032] One aspect of the present invention provides a somewhat
high-pressure (near ambient pressure) tank for transporting LNG in
a cryogenic liquid state. Another aspect of the present invention
provides an LNG storage tank having a large capacity which can be
manufactured without increasing manufacturing costs and which can
reduce the waste of boil-off gas, and to provide a method for
transporting LNG, or a method for treating boil-off gas, using said
LNG storage tank.
BRIEF DESCRIPTION OF THE DRAWINGS
[0033] FIG. 1 is a schematic view illustrating the concept of
absorption of heat ingress into an LNG storage tank for an LNG
carrier according to an embodiment of the present invention.
[0034] FIG. 2 is a schematic diagram illustrating an LNG storage
tank for an LNG carrier according to an embodiment of the present
invention.
[0035] FIG. 3 is a schematic diagram illustrating a configuration
for treating boil-off gas (BOG) at an unloading terminal by using
an LNG storage tank for an LNG carrier according to an embodiment
of the present invention.
[0036] FIG. 4 is a diagram illustrating the waste of boil-off gas
of an LNG carrier which basically maintains an almost constant
pressure in an exemplary LNG storage tank.
[0037] FIG. 5 is a diagram illustrating operation examples of an
LNG storage tank for an LNG carrier during the voyage of the LNG
carrier containing LNG therein.
[0038] FIG. 6 is a diagram illustrating a configuration for
transmitting a portion of boil-off gas from an upper portion of an
LNG storage tank toward LNG at a lower portion of the LNG storage
tank.
[0039] FIG. 7 is a diagram illustrating a system for displaying in
real time an allowable cut off pressure of a safety valve of an LNG
storage tank for an LNG carrier by acquiring and monitoring related
data in real time and appropriately processing the related data
during the voyage.
[0040] FIG. 8 illustrates a fuel gas flow meter of an LNG carrier
according to an embodiment the present invention.
[0041] FIG. 9 illustrates a fuel gas flow meter of an exemplary LNG
carrier.
[0042] FIG. 10 illustrates a configuration of supplying boil-off
gas, after being compressed, to a lower portion of an LNG storage
tank according to an embodiment of the present invention.
[0043] FIG. 11 is a schematic diagram illustrating a fuel gas
supply system of an LNG carrier according to an embodiment of the
present invention.
DETAILED DESCRIPTION OF EMBODIMENTS
[0044] Hereinafter, various embodiments of the invention will be
described with reference to the accompanying drawings.
[0045] Embodiments of the present invention provides a somewhat
high-pressure (near ambient pressure) LNG storage tank for
transporting LNG in a cryogenic liquid state, characterized in that
some degree of change in the pressure in the LNG storage tank is
allowed during the transportation of LNG.
[0046] One embodiment of the present invention provides, in an LNG
carrier having boil-off gas treatment means for treating the
boil-off gas generated in an LNG storage tank, an LNG carrier and a
method characterized in that the vapor pressure in the LNG storage
tank and the temperature of the LNG are allowed to be increased
during the transportation of the LNG in the LNG storage tank.
[0047] In general, the methods known as means for treating boil-off
gas are as follows: (a) using the boil-off gas generated from an
LNG storage tank for a boiler (e.g. a steam turbine propulsion
boiler); (b) using the boil-off gas as a fuel of a gas engine such
as a DFDE and MEGI; (c) using the boil-off gas for a gas turbine;
and (d) re-liquefying the boil-off gas and returning the
re-liquefied boil-off gas to the LNG storage tank (see Korean
Patent Laid-Open Publication No. 2004-0046836, Korean Patent
Registration Nos. 0489804 and 0441857, and Korean Utility Model
Publication No. 2006-0000158). These methods have problems of waste
of boil-off gas by a boil-off gas combustion means such as a gas
combustion unit (GCU) for excessive boil-off gas exceeding the
capacity of a general boil-off gas treating means (e.g. after LNG
is loaded), or the boil-off gas when the boil-off gas cannot be
treated by the boil-off gas treating means, e.g. when an LNG
carrier enters or leaves port and when it passes a canal.
[0048] Embodiments of the present invention have an advantage of
eliminating such waste of boil-off gas by improving, flexibility in
boil-off gas treatment. The LNG carrier according to an embodiment
of the present invention may not require a GCU, or may require a
GCU for improving flexibility in treating, handling or managing
boil-off gas in an emergency.
[0049] The LNG carrier according to an embodiment of the present
invention is equipped with boil-off gas treating means such as a
boiler, re-liquefaction apparatus, and gas engine for treating the
boil-off gas generated from an LNG storage tank by discharging the
boil-off gas to the outside of the LNG storage tank.
[0050] An embodiment of the present invention provides, in a method
for controlling a safety valve provided at an upper portion of an
LNG storage tank for an LNG carrier, a method for setting the
safety valve characterized in that the cut off pressure of the
safety valve during the loading of LNG differs from the cut off
pressure of the safety valve during the voyage of the LNG carrier.
An embodiment of the present invention also provides a safety
valve, an LNG storage tank, and an LNG carrier having said
feature.
[0051] Generally, the pressure in an LNG storage tank is safely
managed by installing a safety valve at an upper portion, of the
LNG storage tank for an LNG carrier which transports LNG in a
cryogenic liquid state. Some exemplary methods of safely managing
the pressure in an LNG storage tank are as follows: (a)
safeguarding against a possible explosion of an LNG storage tank by
means of a safety valve; and (b) treating the boil-off gas
generated from the LNG storage tank, after LNG is loaded, by the
above-mentioned methods including using the boil-off gas for a
boiler (e.g. a steam turbine propulsion boiler), using the boil-off
gas as a fuel of a gas engine such as a DFDE and MEGI, using the
boil-off gas for a gas turbine, and re-liquefying the boil-off gas
and returning the re-liquefied boil-off gas to the LNG storage
tank. These methods have problems of waste of boil-off gas by a
boil-off gas combustion means such as a GCU for excessive boil-off
gas which exceeds a capacity of a general boil-off gas treating
means after LNG is loaded in an LNG carrier), or the boil-off gas
when an LNG carrier enters or leaves a port, and when it passes a
canal. The pressure in an LNG storage tank for an LNG carrier is
maintained within a predetermined range by the above discussed
methods.
Volume of LNG and Cut Off Pressure of Safety Valve
[0052] In an LNG carrier, when the set value or cut off pressure of
a safety valve is 0.25 bar, about 98% of the full capacity of an
LNG storage tank in volume can be loaded with LNG in liquid phase
and the remaining about 2% is left as an empty space. If more than
about 98% of the full capacity of an LNG storage tank is loaded
with LNG, when the vapor pressure of the LNG storage tank reaches
0.25 bar, the LNG in the LNG storage tank may overflows from the
dome at an upper portion of the tank. As shown in an embodiment of
the present invention, if the pressure of LNG in an the LNG storage
tank is continually allowed to be increased after the LNG is
loaded, even when a small amount of LNG is loaded, the LNG in the
LNG storage tank may overflow due to the expansion of the LNG
caused by an increase in the temperature of the LNG at the cut off
pressure of the safety valve according to an embodiment of the
present invention. For example, Applicants have found that, when
the vapor pressure in an LNG storage tank is 0.7 bar, even if 97%
of the full capacity of the LNG storage tank is loaded with LNG,
the LNG in the LNG storage tank may overflow. This directly results
in reducing the amount of LNG to be loaded.
Control of the Cut Off Pressure of Safety Valve
[0053] Accordingly, instead of uniformly fixing the cut off
pressure of a safety valve provided at an upper portion of an LNG
storage tank to a somewhat high pressure near ambient pressure, it
is possible to reduce the waste of boil-off gas or increase the
flexibility in treatment of boil-off gas without reducing an
initial LNG load, by fixing the cut off pressure of a safety valve
to a lower pressure, e.g. about 0.25 bar, as in an LNG carrier,
during loading of LNG, and then increasing the cut off pressure of
the safety valve, as in an embodiment of the present invention,
when the amount of LNG in the LNG storage tank is reduced by using
some boil-off gas (e.g. using the boil-off gas as a fuel of a
boiler or engine) after the LNG carrier starts voyage. An
embodiment of the present invention, if applied to an LNG carrier
equipped with boil-off gas treating means (e.g. a boiler, a
re-liquefaction apparatus, or a gas engine) for treating the
boil-off gas generated from an LNG storage tank by discharging the
boil-off gas to the outside of the LNG storage tank, has a great
effect in eliminating the waste of boil-off gas.
[0054] Accordingly, in an embodiment of the present invention, the
cut off pressure of a safety valve is increased after the amount of
LNG in an LNG storage tank is reduced by discharging the boil-off
gas generated in the LNG storage tank to the outside thereof.
Preferably the cut off pressure during the loading of LNG is set at
about 0.25 bar or lower; and the pressure during the voyage of the
LNG carrier is set from a value greater than 0.25 bar to about 2
bar, and more preferably, from a value greater than 0.25 bar to
about 0.7 bar. Here, the cut off pressure of a safety valve during
the voyage of an LNG carrier may be increased gradually, e.g. from
about 0.4 bar to about 0.7 bar, according to the amount of boil-off
gas used according to the voyage conditions.
[0055] Accordingly, in an embodiment of the present invention, the
expression "during the voyage of an LNG carrier" means when the
volume of LNG in an LNG storage tank is somewhat reduced by use of
some boil-off gas after the LNG carrier starts voyage with LNG
loaded therein. For example, it is desirable to set the cut off
pressure of a safety valve at 0.25 bar when the volume of LNG in
liquid phase in an LNG storage tank is about 98.5%, at about 0.4
bar when the volume of LNG in liquid phase is about 98.0%, about
0.5 bar when the volume of LNG in liquid phase is about 97.7%, and
about 0.7 bar when the volume of LNG is about 97.1%.
[0056] An embodiment of the present invention provides an LNG
storage tank for an LNG carrier for transporting LNG in a cryogenic
liquid state, characterized in that the cut off pressure of a
safety valve provided at an upper portion of the LNG storage tank
is set from higher than about 0.25 bar to about 2 bar, preferably
from higher than about 0.25 bar to about 0.7 bar, and more
preferably approximately 0.7 bar. An embodiment of the present
invention also provides a method for setting a safety valve, an LNG
storage tank, and an LNG carrier having said technical feature. In
one embodiment, the cut off pressure of the safety valve is about
0.3 bar to about 2 bar. In certain embodiments, the cut off
pressure of the safety valve is about 0.26 bar, about 0.3 bar,
about 0.35 bar, about 0.4 bar, about 0.45 bar, about 0.5 bar, about
0.55 bar, about 0.6 bar, about 0.65 bar, about 0.7 bar, about 0.75
bar, about 0.8 bar, about 0.9 bar, about 1 bar, about 1.2 bar,
about 1.5 bar, about 2 bar, about 3 bar. In some embodiments, the
cut off pressure may be within a range defined by two of the
foregoing cut off pressures.
[0057] Certain embodiments of the present invention allows setting
of cut-off pressure of the safety valve from about 0.3 bar to about
2 bar, and thus, allows some increases of the vapor pressure in the
LNG storage tank and the temperature of the LNG in the LNG tank
during the voyage.
Vapor Pressure of within the Tank
[0058] An embodiment of the present invention provides an LNG
storage tank for an LNG carrier for transporting LNG in a cryogenic
liquid state, characterized in that the vapor pressure in the LNG
storage tank is controlled within near-ambient pressure, and that
the vapor pressure in the LNG storage tank and the pressure of the
LNG in the LNG storage tank are allowed to be increased during the
transportation of the LNG. The LNG storage tank is also
characterized in that the vapor pressure in the LNG storage tank
ranges from a value greater than 0.25 bar to about 2 bar,
preferably from higher than 0.25 bar to 0.7 bar, and more
preferably, approximately 0.7 bar. In one embodiment, the vapor
pressure is about 0.3 bar to about 2 bar. In certain embodiments,
the vapor pressure is about 0.26 bar, about 0.3 bar, about 0.35
bar, about 0.4 bar, about 0.45 bar, about 0.5 bar, about 0.55 bar,
about 0.6 bar, about 0.65 bar, about 0.7 bar, about 0.75 bar, about
0.8 bar, about 0.9 bar, about 1 bar, about 1.2 bar, about 1.5 bar,
about 2 bar, about 3 bar. In some embodiments, the vapor pressure
may be within a range defined by two of the foregoing vapor
pressures.
Uniform Temperature Distribution
[0059] In addition, the LNG storage tank is characterized in that
the boil-off gas at an upper portion of the LNG storage tank is
mixed with the LNG at a lower portion of the LNG storage tank so as
to maintain a uniform temperature distribution in the LNG storage
tank. On one hand, as more LNG is likely to be vaporized when the
temperature of one part of the LNG storage tank is higher than the
temperature of the other part thereof, it is desirable to maintain
a uniform temperature distribution of the LNG or boil-off gas in
the LNG storage tank. On the other hand, as the boil-off gas at an
upper portion of the LNG storage tank has a smaller heat capacity
than the LNG at a lower portion of the LNG storage tank, local
sharp increase in the temperature at an upper portion of the LNG
storage tank due to the heat ingress from the outside into the LNG
storage tank may result in a sharp increase in the pressure in the
LNG storage tank. The sharp increase in the pressure in the LNG
storage tank can be avoid by mixing the boil-off gas at an upper
portion of the LNG storage tank with the LNG at a lower portion of
the LNG storage tank.
Operation of LNG Tank in View of Unloading Condition
[0060] Also, according to an embodiment of the present invention,
the vapor pressure in an LNG storage tank for an LNG carrier can be
controlled to match the pressure in an LNG storage tank or
reservoir for receiving the LNG at an LNG terminal. For example, in
case where the pressure in an LNG storage tank or reservoir of an
LNG unloading terminal, an LNG-RV, or a FSRU is relatively high
(e.g. from approximately 0.4 bar to about 0.7 bar), the vapor
pressure in the LNG storage tank for an LNG carrier is continually
increased during the voyage of the LNG carrier. Otherwise, in case
where the pressure in an LNG storage tank or reservoir of an LNG
unloading terminal is low (approximately 0.2 bar), the pressure in
the LNG storage tank for an LNG carrier may be controlled to match
the pressure of the LNG storage tank for receiving the LNG by using
the flexibility in boil-off gas treatment with reducing the waste
of boil-off gas according to an embodiment of the present
invention.
Configurations of the LNG Tank
[0061] In addition, an embodiment of the present invention provides
a method for transporting LNG in a cryogenic liquid state having
said technical feature, and an LNG carrier having said LNG storage
tank. In particular, according to an embodiment of the present
invention, the membrane LNG storage tank having a somewhat high
pressure near ambient pressure to transport LNG in a cryogenic
liquid state is characterized in that some degree of change in the
pressure in the LNG storage is allowed during the transportation of
LNG. The membrane tank according to an embodiment of the present
invention may be a cargo space of an LNG tank as defined in IGC
Code (2000). In an embodiment, a membrane tank is a
non-self-supporting tank having a thermal insulation wall formed in
a body and having a membrane formed at an upper portion of the
tank. In an embodiment, the term "membrane tank" is used to include
a semi-membrane tank. Some examples of the membrane tank are GTT NO
96-2 and Mark III as described below, and tanks as described in
Korean Patent Nos. 499710 and 644217.
[0062] In an embodiment of the invention, a membrane tank can be
designed to withstand the pressure up to about 0.7 bar (gauge
pressure) by reinforcing the tank. However, it is generally
prescribed that a membrane stank should be designed to have the
pressure not exceeding 0.25 bar. Thus, all typical membrane tanks
comply with this regulation, and are managed so that the vapor
pressure in the tank is 0.25 bar or lower, and that the temperature
and pressure of the LNG are almost constant during the voyage. On
the contrary, an embodiment of the present invention is
characterized in that the tank is configured to be sustainable to a
vapor pressure greater than 0.25, preferably from about 0.3 bar to
about 2 bar, and preferably from about 0.3 bar to about 0.7 bar,
and the vapor pressure in the tank and the temperature of the LNG
are allowed to be increased until the vapor pressure becomes the
sustainable pressure discussed in the above. Also, the LNG storage
tank according to an embodiment of the present invention is
characterized by an apparatus for maintaining a uniform temperature
distribution in the LNG storage tank.
[0063] According to an embodiment of the present invention, a large
LNG carrier has an LNG storage capacity or volume about 100,000
m.sup.3 or more. In one embodiment, the storage capacity is greater
than about 50,000 m.sup.3. In certain embodiments, the storage
capacity is about 50,000 m.sup.3, about 70,000 m.sup.3, about
80,000 m.sup.3, about 90,000 m.sup.3, about 100,000 m.sup.3, about
110,000 m.sup.3, about 120,000 m.sup.3, about 130,000 m.sup.3,
about 15,000 m.sup.3, about 170,000 m.sup.3, about 200,000 m.sup.3
or about 300,000 m.sup.3. In some embodiments, the storage capacity
may be within a range defined by two of the foregoing capacities.
In case of manufacturing a tank having a relative pressure of
approximately 1 bar, near atmospheric pressure, as in an embodiment
of the present invention, the manufacturing costs are not sharply
increased, and also the tank can transport LNG, substantially
withstanding the pressure generated by boil-off gas and not
treating the boil-off gas.
[0064] The LNG storage tank according to an embodiment of the
present invention is applicable to an LNG carrier, an LNG floating
and re-gasification unit (FSRU), an unloading terminal on land, and
an LNG re-gasification vessel (LNG-RV), etc. The LNG storage tank
has advantages of reducing the waste of boil-off gas by allowing
increase in the pressure and temperature in the LNG storage tank
and solving a problem of treating boil-off gas, and of increasing
flexibility in LNG treatment, such as transporting and storing LNG,
because it is possible to store LNG in said all kinds of LNG
storage tanks for a long time, taking into account LNG demand.
LNG Tank Allowing Vapor Pressure Increase
[0065] FIG. 1 shows a concept of the absorption of the heat ingress
into an LNG storage tank for an LNG carrier according to an
embodiment of the present invention. In a general exemplary tank,
the pressure in an LNG storage tank for an LNG carrier is
maintained within a predetermined range, and most of the heat
ingress from the outside into the LNG storage tank makes
contribution to generation of boil-off gas, all of which should be
treated or used in the LNG carrier. On the contrary, according to
an embodiment of the present invention, the pressure in an LNG
storage tank for an LNG carrier is allowed to be increased, thereby
increasing saturation temperature, and accordingly, most of the
heat is absorbed by sensible heat increase of LNG including natural
gas (NG) in the LNG storage tank, which is caused by the increase
in saturation temperature, thereby noticeably reducing the
generation of boil-off gas. For example, when the pressure of the
LNG storage tank for an LNG carrier is increased to about 0.7 bar
from an initial pressure of about 0.06 bar, the saturation
temperature is increased by approximately 6.degree. C.
[0066] FIG. 2 schematically illustrates an LNG storage tank for an
LNG carrier according to an embodiment of the present invention. In
an LNG storage tank 1 for an LNG carrier which has a thermal
insulation wall formed therein, in case LNG is normally loaded, the
pressure in the LNG storage tank 1 is approximately 0.06 bar (gauge
pressure) when the LNG carrier starts voyage, and the pressure is
gradually increased due to the generation of boil-off gas during
the voyage of the LNG carrier. For example, the pressure in the LNG
storage tank 1 for an LNG carrier is about 0.06 bar right after LNG
is loaded into the LNG storage tank 1 at a location where LNG is
produced, and can be increased up to about 0.7 bar when the LNG
carrier arrives at a destination after about 15-20 days of
voyage.
Relationship between Pressure and Temperature
[0067] With regard to temperature, LNG which generally contains
many impurities has a lower boiling point than that of pure
methane. The pure methane has a boiling point of about -161.degree.
C. at about 0.06 bar, and LNG for transportation which contains
impurities such as nitrogen, ethane, etc., has a boiling point of
approximately -163.degree. C. Assuming the LNG essentially consists
of pure methane, LNG in an LNG storage tank after being loaded into
the LNG storage tank has a temperature of approximately
-161.degree. C. at about 0.06 bar. If the vapor pressure in the LNG
storage tank is controlled to be about 0.25 bar, taking into
account the transportation distance and the consumption of boil-off
gas, the temperature of the LNG is increased to approximately
-159.degree. C.; if the vapor pressure in the LNG storage tank is
controlled to be about 0.7 bar, the temperature of the LNG is
approximately -155.degree. C.; if the vapor pressure in the LNG
storage tank is controlled to be about 2 bar, the temperature of
the LNG is increased up to approximately -146.degree. C.
Heat Insulated LNG Tank Sustainable to High Pressure
[0068] The LNG storage tank for an LNG carrier according to the
present an embodiment of invention comprises a thermal insulation
wall and is designed by taking into account the pressure increase
caused by the generation of boil-off gas. That is, the LNG storage
tank is designed to have sufficient strength to withstand the
pressure increase caused by the generation of boil-off gas.
Accordingly, the boil-off gas generated in the LNG storage tank 1
for an LNG carrier is accumulated therein during the voyage of the
LNG carrier.
[0069] The LNG storage tank 1 for an LNG carrier according to
embodiments of the present invention preferably comprises a thermal
insulation wall, and is designed to withstand the pressure from a
value higher than 0.25 bar to about 2 bar (gauge pressure), and
more preferably, the pressure of about 0.6 to about 1.5 bar (gauge
pressure). Taking into account the transportation distance of LNG
and the current IGC Code, it is desirable to design the LNG storage
tank to withstand the pressure from a value higher than 0.25 bar to
about 0.7 bar, particularly, approximately 0.7 bar.
[0070] In addition, as the LNG storage tank 1 for an LNG carrier
according to an embodiment of the present invention can be
sufficiently embodied by designing the LNG storage tank 1 to have a
great thickness during an initial design, or simply by suitably
reinforcing an general LNG storage tank for an LNG carrier through
addition of a stiffener thereto without making a big change in the
design of the LNG storage tank, it is economical in view of
manufacturing costs.
[0071] Various LNG storage tanks for LNG carriers with a thermal
insulation wall therein are as described below. The LNG storage
tank installed in an LNG carrier can be classified into an
independent-type tank and a membrane-type tank, and is described in
detail below. GTT NO 96-2 and GTT Mark III in Table 1 below was
renamed from GT and TGZ, respectively, when the Gaz Transport (GT)
Corporation and Technigaz (TGZ) corporation was incorporated into
GTT (Gaztransport & Technigaz) Corporation in 1995.
TABLE-US-00002 TABLE 1 Classification Table of LNG Storage Tanks
Membrane Type GTT GTT Independent Type Classification Mark III No.
96-2 MOSS IHI-SPB Tank Material SUS 304L Invar Steel Al Alloyed Al
Alloyed Steel (5083) Steel (5083) Thickness 1.2 mm 0.7 mm 50 mm
Max. 30 mm Heat Reinforced Plywood Polyurethane Polyurethane
Dissipation Polyurethane Box + Foam Foam Material Foam Perlite
Thickness 250 mm 530 mm 250 mm 250 mm
[0072] GT type and TGZ type tanks are disclosed in U.S. Pat. Nos.
6,035,795, 6,378,722, and 5,586,513, US Patent Publication US
2003-0000949, Korean Patent Laid-Open Publication Nos. KR
2000-0011347, and KR 2000-0011346.
[0073] Korean Patent Nos. 499710 and 0644217 disclose thermal
insulation walls embodied as other concepts. The above references
disclose LNG storage tanks for LNG carriers having various types of
thermal insulation walls, which are to suppress the generation of
boil-off gas as much as possible.
Safety Valve
[0074] An embodiment of the present invention can be applied to LNG
storage tanks for LNG carriers having various types of thermal
insulation functions as stated above. Exemplary LNG storage tanks
for LNG carriers including the tank disclosed in the references are
designed to withstand the pressure of 0.25 bar or lower, and
consume the boil-off gas generated in the LNG storage tanks as a
fuel for propulsion of the LNG carriers or re-liquefy the boil-off
gas to maintain the pressure in the LNG storage tank at about 0.2
bar or lower, e.g. about 0.1 bar, and burn part or all of the
boil-off gas if the pressure in the LNG storage tank is increased
beyond the value. In addition, these LNG storage tanks have a
safety valve therein, and if the LNG storage tanks fail to control
the pressure therein as stated above, boil-off gas is discharged to
the outside of the LNG storage tanks through the safety valve
(mostly, having cut off pressure of 0.25 bar).
[0075] On the contrary, in an embodiment of the present invention,
the pressure of the safety valve is set from a value higher than
0.25 bar to about 2 bar, preferably from a value higher than 0.25
bar to about 0.7 bar, and more preferably approximately 0.7
bar.
Circulation of LNG within the Tank
[0076] In addition, the LNG storage tank according to an embodiment
of the present invention is configured to reduce the pressure in
the LNG storage tank by reducing the local increase in temperature
and pressure of the LNG storage tank. The LNG storage tank
maintains a uniform temperature distribution thereof by spraying
the LNG in liquid phase, having a lower temperature, at a lower
portion of the LNG storage tank, toward the boil-off gas, having a
higher temperature, at an upper portion of the LNG storage tank,
and by injection of the boil-off gas, having a higher temperature,
at an upper portion of the LNG storage tank, toward the LNG, having
a lower temperature, at a lower portion of the LNG storage
tank.
[0077] In FIG. 2, the LNG storage tank 1 for an LNG carrier is
provided at a lower portion thereof with an LNG pump 11 and a
boil-off gas injection nozzle 21, and at an upper portion thereof
with an LNG spray 13 and a boil-off gas compressor 23. The LNG pump
11 and the boil-off gas compressor 23 can be installed at an upper
or lower portion of the LNG storage tank. The LNG, having a lower
temperature, at a lower portion of the LNG storage tank 1 is
supplied to the LNG spray 13 provided at an upper portion of the
LNG storage tank by the LNG pump 11 and then sprayed toward the
upper portion of the LNG storage tank 1, which has a higher
temperature. The boil-off gas, having a higher temperature, at an
upper portion of the LNG storage tank 1 is supplied to the boil-off
gas injection nozzle 21 provided at a lower portion of the LNG
storage tank 1 by the boil-off gas compressor 23 and then injected
toward the lower portion of the LNG storage tank 1 which has a
lower temperature. Thus, a uniform temperature distribution of the
LNG storage tank 1 is maintained and ultimately the generation of
boil-off gas is reduced.
[0078] Such reduction of generation of boil-off gas is particularly
useful for gradually increasing the pressure in the LNG storage
tank because the generation of boil-off gas in an LNG carrier
without having boil-off gas treating means has direct connection
with the increase in pressure in the LNG storage tank. In case of
an LNG carrier having boil-off gas treating means, if the pressure
in the LNG storage tank is increased, a certain amount of boil-off
gas is discharged to the outside, thereby controlling the pressure
in the LNG storage tank, and consequently, spray of LNG or
injection of boil-off gas may not be needed during the voyage of
the LNG carrier.
Loading of LNG
[0079] If LNG is loaded in a sub-cooled liquid state into an LNG
carrier at a production terminal where LNG is produced, it is
possible to reduce the generation of boil-off gas (or the increase
in pressure) during the transportation of LNG to a destination. The
pressure in the LNG storage tank for an LNG carrier may be a
negative pressure (0 bar or lower) after LNG is loaded in a
sub-cooled liquid state at a production terminal. To prevent the
pressure from being decreased to a negative pressure, the LNG
storage tank may contain nitrogen.
Unloading of LNG
[0080] During the voyage of an LNG carrier, the LNG storage tank 1
for an LNG carrier according to an embodiment of the present
invention allows a pressure increase in the LNG storage tank 1
without discharging the boil-off gas generated in the LNG storage
tank 1, thereby increasing the temperature in the LNG storage tank
1, and accumulating most of the heat influx as internal energy of
LNG including a gaseous portion of the LNG in the LNG storage tank,
and then treating the boil-off gas accumulated in the LNG storage
tank 1 for an LNG carrier at an unloading terminal when the LNG
carrier arrives at a destination.
[0081] FIG. 3 schematically illustrates a configuration for
treating boil-off gas at an unloading terminal using the LNG
storage tank for an LNG carrier according to an embodiment of the
present invention. The unloading terminal is installed with a
plurality of LNG storage tanks 2 for an unloading terminal, a
high-pressure compressor 3a, a low-pressure compressor 3b, a
re-condenser 4, a high-pressure pump P, and a vaporizer 5.
[0082] As a large amount of boil-off gas is accumulated in the LNG
storage tank 1 for an LNG carrier, the boil-off gas in the LNG
storage tank 1 is generally compressed to a pressure from about 70
bar to about 80 bar by the high-pressure compressor 3a at unloading
terminals and then supplied directly to consumers. Part of the
boil-off gas accumulated in the LNG storage tank 1 for an LNG
carrier may generally be compressed to approximately 8 bar by the
low-pressure compressor 3b, then re-condensed by passing the
re-condenser 4, and then re-gasified by the vaporizer 5 so as to be
supplied to consumers.
[0083] When LNG is unloaded from the LNG storage tank for an LNG
carrier to be loaded into an LNG storage tanks or reservoirs for an
unloading terminal, additional boil-off gas is generated due to
inflow of LNG having a higher pressure into the LNG storage tanks
for an unloading terminal because the pressure of the LNG storage
tank for an LNG carrier is higher than that of the LNG storage tank
for an unloading terminal. To minimize the generation of additional
boil-off gas, LNG can be supplied to consumers by transmitting the
LNG from the LNG storage tank for an LNG carrier directly to an
inlet of a high-pressure pump at an unloading terminal. The LNG
storage tank for an LNG carrier according to an embodiment of the
present invention, as the pressure in the LNG storage tank is high
during the unloading of LNG, has an advantage of shortening an
unloading time by about 10% to about 20% over LNG storage
tanks.
[0084] Instead of being supplied to the LNG storage tanks 2 for an
unloading terminal at an unloading terminal, the LNG stored in the
LNG storage tank 1 for an LNG carrier may be supplied to the
re-condenser 4 to re-condense boil-off gas and then re-gasified by
the vaporizer 5, thereby being supplied directly to consumers. On
the other hand, if a re-condenser is not installed at an unloading
terminal, LNG may be supplied directly to a suction port of the
high-pressure pump P.
[0085] As stated above, if the plurality of LNG storage tanks 2 for
an unloading terminal are installed at an unloading terminal and
LNG is evenly distributed from the LNG storage tank 1 for an LNG
carrier to each of the plurality of LNG storage tanks 2 for an
unloading terminal, the effect of generation of boil-off gas in the
LNG storage tanks for an unloading terminal can be minimized due to
dispersion of boil-off gas to the plurality of the LNG storage
tanks 2 for an unloading terminal. As the amount of boil-off gas
generated in the LNG storage tanks for an unloading terminal is
small, the boil-off gas is generally compressed by the low-pressure
compressor 3b to approximately 8 bar and then re-condensed by
passing the re-condenser 4, and then re-gasified by the vaporizer
5, to be supplied to consumers.
[0086] According to embodiments of the present invention, as the
LNG storage tank for an LNG carrier is operated at a pressure
greater than 0.25 bar, a process of filling boil-off gas in the LNG
storage tank for an LNG carrier is not required to maintain the
pressure in the LNG storage tank for an LNG carrier during the
unloading of LNG. Further, if a LNG storage tank for an LNG
terminal or for a floating storage and re-gasification unit (FSRU)
are modified, or a new configuration of LNG storage tank for an
unloading terminal or for a floating storage and re-gasification
unit (FSRU) are constructed such that the pressure of the LNG
storage tank provided in the unloading zone corresponds to the
pressure of the LNG storage tank for an LNG carrier according to an
embodiment of the present invention, no additional boil-off gas is
generated during the unloading of LNG from the LNG carrier, and
consequently an unloading technique can be applied.
[0087] According to an embodiment of the present invention, an LNG
floating storage and re-gasification unit (FSRU) has more
flexibility in management of boil-off gas and thus may not need a
re-condenser. According to an embodiment of the present invention,
the flash gas generation during unloading to the LNG floating
storage and re-gasification unit (FSRU) from LNGC will be greatly
reduced or absent and the operation time will be greatly reduced
due to time saving of the flash gas handing. And accordingly there
is much more flexibility for the cargo tank pressure of the
unloading LNGC. According to an embodiment of the present
invention, an LNG re-gasification vessel (LNG-RV) may have merits
of both an LNG carrier and an LNG floating storage and
re-gasification unit (FSRU) as stated above.
Operational Modes of the Tank
[0088] FIG. 5 illustrates diagrams of operation types of an LNG
storage tank for an LNG carrier during the voyage of the LNG
carrier having LNG loaded therein, according to the pressure in the
LNG storage tank at an LNG unloading terminal. F mode indicates the
voyage of an LNG carrier, in which, for example, if the allowable
pressure of the LNG storage tank at the unloading terminal ranges
from about 0.7 bar to about 1.5 bar, the pressure in the LNG
storage tank for the LNG carrier is allowed to be continually
increased to a certain pressure similar to the allowable pressure
of the LNG storage tank at an LNG unloading terminal. This mode is
particularly useful in an LNG carrier without boil-off gas treating
means.
[0089] S mode or V mode shown in FIG. 5 is appropriate when the
allowable pressure of an LNG storage tank at an unloading terminal
is smaller than 0.4 bar. The S and V modes are applicable to an LNG
carrier having boil-off gas treating means. The S mode indicates
the voyage of an LNG carrier in which the pressure in the LNG
storage tank of the LNG carrier is allowed to be gradually
increased, that is, continually increased to a certain pressure
similar to the allowable pressure of the LNG storage tank of an LNG
unloading terminal.
[0090] V mode is to enlarge the range of the pressure in the LNG
storage tank for an LNG carrier, and has an advantage of reducing
the waste of boil-off gas by storing the excessive boil-off gas
exceeding the amount of boil-off gas consumed by boil-off gas
treating means, in the LNG storage for an LNG carrier. For example,
when an LNG carrier passes a canal, boil-off gas is not consumed
because propulsion means using the boil-off gas as a fuel, such as
a DFDE, MEGI, and gas turbine, does not operate. Accordingly, the
boil-off gas generated in the LNG storage tank for an LNG carrier
can be stored therein, and thus the pressure of the LNG storage
tank for an LNG carrier increases to a pressure from about 0.7 bar
to about 1.5 bar. After an LNG carrier passes a canal, the
propulsion means using boil-off gas as a fuel is fully operated,
thereby increasing the consumption of boil-off gas, and decreasing
the pressure of the LNG storage tank for an LNG carrier to a
pressure smaller than about 0.4 bar.
[0091] The operation types of an LNG storage tank for an LNG
carrier can vary depending on whether or not a flash gas treatment
facility for treating a large amount of flash gas is installed at
an LNG unloading terminal. In case a flash gas treatment facility
for treating a large amount of flash gas is installed at an LNG
unloading terminal, the pressure of the LNG storage tank for an LNG
carrier is operated in an F mode; in case a flash gas treatment
facility for treating a large amount of flash gas is not installed
at an LNG unloading terminal, the pressure of the LNG storage tank
for an LNG carrier is operated according to the S mode or V
mode.
Another Example of Circulation of LNG within the Tank
[0092] FIG. 6 illustrates an apparatus for reducing the pressure
increase in an LNG storage tank for an LNG carrier by injection of
the boil-off gas at an upper portion of the LNG storage tank toward
the LNG at a lower portion thereof. The apparatus for reducing the
pressure increase in the LNG storage tank for an LNG carrier as
illustrated in FIG. 6 is configured to compress the boil-off gas at
an upper portion of the LNG storage tank 1 for an LNG carrier and
then to inject the compressed boil-off gas toward the LNG at an
lower portion of the LNG storage tank 1. This apparatus comprises a
boil-off gas suction port 31 provided at an upper portion of the
LNG storage tank for an LNG carrier, a pipe 33 having one end
connected to the boil-off gas suction port 31 and the other end
connected to the lower portion of the LNG storage tank 1, and a
compressor 35 provided at a portion of the pipe 33.
[0093] As illustrated in the left side of FIG. 6, the pipe 33 can
be installed in the LNG storage tank 1. If the pipe 33 is installed
in the LNG storage tank 1, it is desirable that the compressor 35
should be a submerged type compressor provided at a lower portion
of the pipe 33. As illustrated in the right side of FIG. 6, the
pipe 33 can be installed outside the LNG storage tank 1. If the
pipe 33 is installed outside the LNG storage tank 1, the compressor
35 is an ordinary compressor provided at the pipe 33. It is
desirable that liquid suction prevention means should be provided
at the boil-off gas suction port 31. One example of the liquid
suction prevention means is a demister.
[0094] The apparatus for reducing the pressure increase in the LNG
storage for an LNG carrier is configured to reduce the local
increase in the temperature and pressure of the LNG storage tank,
thereby reducing the pressure of the LNG storage tank. The
generation of boil-off gas can be reduced by injecting the boil-off
gas, having a higher temperature, at an upper portion of the LNG
storage tank 1 for an LNG carrier toward a lower portion of the LNG
storage tank 1 for an LNG carrier having a lower temperature,
thereby maintaining uniform temperature distribution of the LNG
storage tank for an LNG carrier, that is, preventing the local
increase in the temperature in the LNG storage tank.
Control of Safety Valve
[0095] FIG. 7 illustrates a diagram of a system for displaying in
real time a currently allowable maximum cut off pressure of an LNG
storage tank for an LNG carrier by receiving related data in real
time during the voyage of the LNG carrier, and appropriately
processing and calculating the data. A safety valve of the LNG
storage tank can be safely controlled by the system.
[0096] In case of an LNG carrier provided with a safety relief
valve (SRV) or safety valve of the LNG storage tank therein, the
cut off pressure of the safety valve is initially set low so as to
maximize the cargo loading, but can be increased during the voyage
according to the LNG volume decrease due to the consumption of
boil-off gas.
[0097] The increased SRV cut off pressure can be obtained by volume
and density of remained LNG according to IGC code 15.1.2. The LNG
density can be accurately calculated by measuring LNG
temperatures.
Monitoring the Level of LNG within the Tank
[0098] As the measured values such as the level of LNG in the LNG
storage tank are frequently changed during the voyage, an
embodiment of the present invention comprises a system for
eliminating outside noise and fluctuation caused by dynamic
movement of a ship through an appropriate data processing, a system
for calculating an allowable cut off pressure of the safety valve
of the LNG storage tank by calculating the actual volume of the LNG
in the LNG storage tank 1 by using the processed data, and an
apparatus for displaying the results.
[0099] FIG. 7 illustrates in the right side the related data
measured to calculate the volume of the LNG in the LNG storage tank
1. The level of the LNG in the LNG storage tank is measured by a
level gauge (not illustrated), the temperature of the LNG storage
tank is measured by a temperature sensor (not illustrated), the
pressure of the LNG storage tank is measured by a pressure sensor
(not illustrated), the trim of the LNG carrier is measured by a
trim sensor (not illustrated), and the list of the LNG carrier is
measured by a list sensor (not illustrated). The trim of the LNG
carrier indicates a front-to-back gradient of the LNG carrier, and
the list of the LNG carrier indicates a left-to-right gradient of
the LNG carrier.
[0100] The system for confirming a cut off pressure of the safety
valve of the LNG storage tank according to the embodiment, as
illustrated in the left side of FIG. 7, comprises a data processing
module 61 for processing the measured data as illustrated in the
right side of FIG. 7. It is desirable to process the data in the
data processing module 61 by using a method of least squares, a
moving average, or a low-pass filtering and so on. In addition, the
system for confirming the cut off pressure of the safety valve of
the LNG storage tank further comprises an LNG volume calculating
module 63 for calculating the volume of the LNG in the LNG storage
tank 1 by calculating the data processed in the data processing
module 61. The system for confirming the cut off pressure of the
safety valve of the LNG storage tank calculates an allowable cut
off pressure of the safety valve of the LNG storage tank 1 from the
volume of the LNG calculated by the LNG volume calculating module
63.
[0101] On the other hand, it is possible to measure the flow rate
of the fuel gas supplied from the LNG storage tank 1 to fuel gas
propulsion means of an LNG carrier, compare the initial load of LNG
with the amount of the used boil-off gas to calculate the current
volume of the LNG in the LNG storage tank, and reflect the volume
of the LNG calculated from the flow rate of the fuel gas measured
as described above in the volume of the LNG calculated by the LNG
volume processing module 63. The allowable cut off pressure of the
safety valve of the LNG storage tank and the volume of the LNG in
the LNG storage tank calculated as described above are displayed on
a display panel 65.
[0102] FIG. 8 illustrates a fuel gas flow meter for measuring the
flow rate of the fuel gas of an LNG carrier according to an
embodiment of the present invention. A differential pressure flow
meter is used for measuring the flow rate of the fuel gas of an LNG
carrier. In the flow meter, the measurement range is limited, and a
large measurement error can occur for the flow rate out of the
measurement range. To change the measurement range, an orifice
itself should be replaced, which is an annoying and dangerous
job.
[0103] In an exemplary configuration shown in FIG. 9, only one
orifice was installed and consequently the measurement range was
limited. But if two orifices having different measurement ranges
are arranged in series as shown in FIG. 8, the effective
measurement range can be expanded simply by selecting and using the
proper measurement values of the orifices according to the flow
rate.
[0104] That is to say, to measure a large range of the flow rate of
fuel gas, the effective measurement range can be simply expanded by
arranging at least two orifices in series, each orifice having a
different measurement range, and selecting and using the
appropriate measurement values of the orifices according to the
flow rate. In FIG. 8, orifices 71 and 71', each having a different
measurement range, are arranged in series in the middle of a fuel
supply line pipe 70 for supplying a fuel gas from the LNG storage
tank for an LNG carrier to fuel gas propulsion means. Differential
pressure measurers 73 are connected to the fuel supply line pipe 70
of front and back portions of each of the orifices 71 and 71'.
These differential pressure measurers 73 are selectively connected
to the flow meter 77 through a selector 75 which is selectable
according to the measurement range.
[0105] The effective measurement range can be simply expanded by
installing the selector 75, which is selectable according to the
measurement range as described above, between the differential
pressure measurer 73 and the flow meter 77, and selecting and using
the appropriate measurement values of the orifices according to the
flow rate.
[0106] In an exemplary system, the capacity of a fuel gas orifice
is set near NBOG (natural boil-off gas). Accordingly, in case of an
LNG carrier whose consumption of boil-off gas is small, the
accuracy in measurements is low. To make up for this inaccuracy, an
embodiment of the present invention provides a method of
additionally installing small orifices in series. This method can
measure the level of the LNG in the LNG storage tank, thereby
measuring the level, amount or volume, of the LNG in the LNG
storage tank from the amount of LNG consumed. In order to improve
accuracy, the composition of boil-off gas may be analyzed. For
this, the composition of boil-off gas may be considered by adding
gas chromatography.
[0107] Further, if the measurement of the level of LNG in the LNG
storage becomes accurate by the above-mentioned methods, it can
improve the efficiency of the boil-off gas management method and
apparatus according to an embodiment of the present invention which
maintains the pressure of the LNG storage tank at a somewhat higher
than the prior art. That is, accurate measurement of the volume of
LNG in an LNG storage tank can facilitate changing the setting of a
safety valve of the LNG storage tank into multiple settings, and
reduce the consumption of boil-off gas.
[0108] FIG. 9 illustrates an exemplary fuel gas flow meter for an
LNG carrier. The fuel gas flow meter comprises only one orifice 71
for differential pressure type flow rate measuring of fuel gas, and
consequently has a disadvantage of obtaining an effective
measurement value within a specific measurement range.
Another Example of Circulation of LNG within the Tank
[0109] FIG. 10 illustrates a supply of boil-off gas to a lower
portion of an LNG storage tank after compressing the boil-off gas
according to an embodiment of the present invention. An LNG
carrier, which has fuel gas propulsion means using as a propulsion
fuel the compressed boil-off gas by compressing the boil-off gas at
an upper portion of the LNG storage tank for an LNG carrier, cannot
use the fuel gas at all when passing a canal such as the Suez
Canal, and consequently there is a great possibility of local
increase in the temperature and pressure of the LNG storage tank.
An additional boil-off gas extracting apparatus may be needed to
solve this problem. That is, as illustrated in FIG. 10, a small
amount of boil-off gas is extracted and compressed by a boil-off
compressor (approximately 3 to 5 bar), and then put into a lower
portion of the LNG storage tank 1.
[0110] To do this, a boil-off gas branch line L2 for returning the
boil-off gas to the LNG storage tank 1 is installed in the middle
of a fuel gas supply line L1 for compressing the boil-off gas at an
upper portion of the LNG storage tank 1 for an LNG carrier and
supplying the compressed boil-off gas to the fuel gas propulsion
means. In addition, a compressor 41 is installed in the middle of
the fuel gas supply line L1 upstream of a meeting point of the fuel
gas supply line L1 and the boil-off gas branch line L2.
[0111] A buffer tank 43 is installed in the middle of the boil-off
gas branch line L2. As there is a difference between the pressure
of the boil-off gas passing the compressor 41 and the pressure of
the LNG storage tank 1, it is desirable to temporarily store the
boil-off gas passing the compressor 41 in the buffer tank 43 and
control the pressure of the boil-off gas to match the pressure of
the LNG storage tank 1 and then return the boil-off gas to the LNG
storage tank 1. In one embodiment, it is desirable to operate an
apparatus for reducing pressure increase in the LNG storage tank
for an LNG carrier at an interval of about 10 minutes per 2 hours.
Some examples of the fuel gas propulsion means are a double fuel
diesel electric propulsion system (DFDE), a gas injection engine,
and a gas turbine.
[0112] An LNG carrier, to which a DFDE, a gas injection engine, or
a gas turbine is applied, uses the concept of compressing boil-off
gas by a boil-off gas compressor and then sending the compressed
boil-off gas to an engine to burn the boil-off gas. However, an LNG
carrier which is configured to eliminate or reduce the discharge of
boil-off gas of an LNG storage tank, as in an embodiment of the
present invention, if no or a small amount of fuel gas is consumed
in fuel gas propulsion means, to prevent a severe pressure increase
due to a local increase in temperature in an LNG storage tank,
compresses boil-off gas and then return the compressed boil-off gas
to a lower portion of the LNG storage tank through a boil-off gas
branch line, without sending the compressed boil-off gas to the gas
engine.
Embodiment of Ship Consuming LNG from the Tank
[0113] An embodiment of the present invention provides a fuel gas
supply system for gasifying the LNG of the LNG storage tank and
supplying the gasified LNG as a fuel gas to fuel gas propulsion
means. The system according to the embodiment may not use boil-off
gas at all.
[0114] The LNG storage tank 1 for an LNG carrier used in the fuel
gas supply system according to this embodiment is designed to have
strength to withstand pressure increase due to boil-off gas so as
to allow pressure increase due to boil-off gas generated in the LNG
storage tank during the voyage of the LNG carrier.
[0115] The fuel gas supply system in FIG. 11 comprises a fuel gas
supply line L11 for extracting LNG from the LNG storage tank for an
LNG carrier and supplying the extracted LNG to the fuel gas
propulsion means, and a heat exchanger 53 provided in the middle of
the fuel gas supply line L11, wherein the heat exchanger 53
exchanges heat between the LNG and boil-off gas extracted from the
LNG storage tank 1. A first pump 52 is installed in the fuel gas
supply line L11 upstream of the heat exchanger 53, so as to supply
LNG, which has been compressed to meet the flow rate and pressure
demands of the fuel gas propulsion means, to the fuel gas
propulsion means. A boil-off gas liquefaction line L12 passes the
heat exchanger 53 so as to extract boil-off gas from the upper
portion of the LNG storage tank 1 and return the extracted boil-off
gas to one side of the LNG storage tank 1.
[0116] LNG whose temperature is increased by exchanging heat with
the boil-off gas in the heat exchanger 53 is supplied to the fuel
gas propulsion means, and boil-off gas which has been liquefied by
exchanging heat with the LNG is returned to the LNG storage tank 1.
A second pump 54 is installed in the fuel gas supply line L11
downstream of the heat exchanger 53 so as to supply LNG to the fuel
gas propulsion means after the LNG exchanges heat with the boil-off
gas in the heat exchanger 53 and is compressed to meet the flow
rate and pressure demands of the fuel gas propulsion means. A
heater 55 is installed in the fuel gas supply line L11 downstream
of the second pump 54 so as to heat LNG which has exchanges heat
with the boil-off gas in the heat exchanger 53 to supply the LNG to
the fuel gas propulsion means.
[0117] A boil-off gas compressor 56 and a cooler 57 are
sequentially installed in the boil-off gas liquefaction line L12
upstream of the heat exchanger 53 so as to compress and cool the
boil-off gas extracted from the LNG storage tank and then exchange
heat between the boil-off gas and LNG.
[0118] In case the fuel gas pressure demand of the fuel gas
propulsion means is high (e.g. about 250 bar), LNG is compressed to
about 27 bar by the first pump 52, the temperature of the LNG,
while passing the heat exchanger 53, is increased from
approximately -163.degree. C. to approximately -100.degree. C., and
the LNG is supplied in a liquid state to the second pump 54 and
compressed to approximately 250 bar by the second pump 54 (as it is
in a supercritical state, there is no division between liquid and
gas states), then gasified, while being heated in the heater 55,
and then supplied to the fuel gas propulsion means. In this case,
though the temperature of LNG, while passing the heat exchanger 53,
is increased, LNG, is not gasified because the pressure of LNG
supplied to the heat exchanger is high.
[0119] On the other hand, in case the fuel gas pressure demand of
the fuel gas propulsion means is low (e.g. about 6 bar), LNG is
compressed to about 6 bar by the first pump 52, part of the LNG is
gasified while passing the heat exchanger 53, supplied to the
heater 55 and heated in the heater 55, and then supplied to the
fuel gas propulsion means. In this case, the second pump 54 is not
necessary.
[0120] According to this fuel gas supply system of an LNG carrier,
LNG is extracted from the LNG storage tank, the extracted LNG is
compressed to meet the flow rate and pressure demands of the fuel
gas propulsion means, and the compressed LNG is supplied to the
fuel gas propulsion means, but the supply of LNG to the fuel gas
propulsion means is done after heat exchange between the LNG and
boil-off gas extracted from the LNG storage tank. Accordingly, the
fuel gas supply system has advantages of simplifying the
configuration, reducing the required power, and preventing a severe
increase in pressure of the LNG storage tank due to accumulation of
boil-off gas therein, in supplying a fuel gas from an LNG carrier
to the fuel gas propulsion means.
Liquefier
[0121] In one embodiment, a boil-off gas re-liquefaction apparatus
or liquefier may be provided. The liquefier may use cold energy of
LNG can be added. That is, boil-off gas is compressed and exchanges
heat with the LNG of the fuel gas supply line, thereby being cooled
(by the re-condenser, there is no N2 refrigerator). In this case,
only 40-60% of NBOG is re-liquefied, but there is no problem
because the LNG carrier according to an embodiment of the present
invention is configured to eliminate or reduce the discharge of
boil-off gas in the LNG storage tank. Further, if necessary, a
small boil-off gas re-liquefaction apparatus having a processing
capacity of approximately 1 ton/hour can be installed particularly
for ballast voyage. The processing capacity is the maximum amount
of gaseous phase LNG to be processed by the liquefier for one
hour.
[0122] In one embodiment, the capacity processing of the liquefier
is smaller than about 3,000 kg/hour. In certain embodiments, the
processing capacity of the liquefier is about 50 kg/hour, about 100
kg/hour, about 200 kg/hour, about 300 kg/hour, about 500 kg/hour,
about 700 kg/hour, about 900 kg/hour, about 1000 kg/hour, about
1200 kg/hour, about 1500 kg/hour, about 2000 kg/hour or about 3000
kg/hour. In some embodiments, the processing capacity may be within
a range defined by two of the foregoing processing capacities.
[0123] In one embodiment, a ratio of the processing capacity to the
storage capacity is smaller than about 0.015 kg/m.sup.3. In certain
embodiments, the ratio is about 0.001 kg/m.sup.3, about 0.002
kg/m.sup.3, about 0.003 kg/m.sup.3, about 0.004 kg/m.sup.3, about
0.005 kg/m.sup.3, about 0.007 kg/m.sup.3, about 0.009 kg/m.sup.3,
about 0.010 kg/m.sup.3, about 0.011 kg/m.sup.3, about 0.013
kg/m.sup.3, about 0.015 kg/m.sup.3, about 0.018 kg/m.sup.3 or about
0.02 kg/m.sup.3. In some embodiments, the ratio may be within a
range defined by two of the foregoing ratios.
[0124] As stated above, embodiments of the present invention has
advantages of reducing the waste of boil-off gas and increasing the
flexibility in treatment of boil-off gas by allowing an increase in
the vapor pressure and LNG temperature in an LNG storage tank for
an LNG carrier having boil-off gas treating means during the
transportation of the LNG.
[0125] In particular, according an embodiment of to the present
invention, even when the amount of boil-off gas generated during
the transportation of LNG exceeds the amount of boil-off gas
consumed, the excessive boil-off gas can be preserved in the LNG
storage tank without any loss of the boil-off gas, thereby
improving the economic efficiency. For example, in case of an LNG
carrier provided with an engine for treating boil-off gas as
illustrated in FIG. 4, the excessive boil-off gas generated for a
few days after loading LNG in the LNG carrier, or the excessive
boil-off gas generated over the amount of boil-off gas consumed in
an engine when the LNG carrier passes a canal or waits or maneuvers
to enter port with LNG loaded therein, were mostly burnt by a GCU
in the prior art, but this waste of boil-off gas can be reduced by
the technology of an embodiment of the present invention.
[0126] Further, in one embodiment, in case the LNG carrier uses a
dual fuel gas injection engine or gas turbine, the fuel gas can be
supplied by a liquid pump, not by a boil-off gas compressor,
thereby greatly reducing installation and operation costs.
[0127] Although embodiments of the present invention have been
shown and described herein, it should be understood that various
modifications, variations or corrections may readily occur to those
skilled in the art, and thus, the description and drawings herein
should be interpreted by way of illustrative purpose without
limiting the scope and sprit of the present invention.
* * * * *