U.S. patent number 3,850,001 [Application Number 05/370,431] was granted by the patent office on 1974-11-26 for lng ship tank inert gas generation system.
This patent grant is currently assigned to Chicago Bridge & Iron Company. Invention is credited to Stephen A. Locke.
United States Patent |
3,850,001 |
Locke |
November 26, 1974 |
**Please see images for:
( Certificate of Correction ) ** |
LNG SHIP TANK INERT GAS GENERATION SYSTEM
Abstract
An apparatus comprising an enclosed supply tank containing a
liquefied gas, an enclosed storage tank containing a cryogenic
liquefied gas having a lower temperature than the liquefied gas,
and a heat pipe for transferring heat from the supply tank to the
storage tank is disclosed. In a particular embodiment useful for
selectively introducing an inert gas into an enclosure containing
inflammable liquefied gas, the apparatus includes an enclosed
supply tank containing liquefied inert gas, a vaporizer for
vaporizing the liquefied inert gas, a conduit from the vaporizer to
the storage tank for injecting the vaporized inert gas into the
storage tank and a heat pipe for transferring heat from the supply
tank to the storage tank to maintain the inert gas in a liquefied
state as long as the storage tank is not being inerted.
Inventors: |
Locke; Stephen A. (Glen Ellyn,
IL) |
Assignee: |
Chicago Bridge & Iron
Company (Oak Brook, IL)
|
Family
ID: |
23459636 |
Appl.
No.: |
05/370,431 |
Filed: |
June 15, 1973 |
Current U.S.
Class: |
62/47.1; 114/74A;
165/104.26; 220/88.3; 62/48.1; 165/104.21 |
Current CPC
Class: |
A62C
3/06 (20130101); A62C 99/0018 (20130101); F17C
9/00 (20130101); F17C 2221/033 (20130101); F17C
2223/0161 (20130101); A62C 3/10 (20130101); B63B
25/16 (20130101); F17C 2270/0105 (20130101); F17C
2227/0393 (20130101); F17C 2221/014 (20130101); F17C
2201/0128 (20130101); F17C 2227/0302 (20130101) |
Current International
Class: |
F17C
9/00 (20060101); F17c 007/02 () |
Field of
Search: |
;62/45,50,51,54 ;165/105
;220/88B ;114/74A |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Perlin; Meyer
Assistant Examiner: Capossela; Ronald C.
Attorney, Agent or Firm: Merriam, Marshall, Shapiro &
Klose
Claims
I claim:
1. An apparatus for selectively inerting a storage tank containing
inflammable liquefied gas, the apparatus comprising:
an enclosed supply tank containing liquefied inert gas;
an enclosed storage tank containing a liquefied gas having a lower
temperature than the liquefied inert gas;
a vaporizer for vaporizing the liquefied inert gas;
a conduit from the vaporizer to the storage tank for injecting the
vaporized inert gas into the storage tank; and
heat transfer means thermally connecting the supply tank to the
storage tank for transferring heat from the supply tank to the
storage tank to maintain the inert gas in a liquefied state as long
as the enclosure is not being inerted.
2. In a ship having an enclosed storage tank containing inflammable
liquefied gas, an apparatus for selectively inerting the enclosed
storage tank, the inerting apparatus comprising:
an enclosed supply containing liquefied inert gas having a higher
temperature than the inflammable liquefied gas;
a vaporizer for varporizing the liquefied inert gas;
a conduit from the vaporizer to the storage tank for injecting the
vaporized inert gas therein; and
a heat pipe for transferring heat from the supply tank to the
storage tank to maintain the inert gas in a liquefied state as long
as the storage tank is not being inerted.
3. An inerting apparatus according to claim 2 in which a conduit
from the supply tank to the vaporizer is included for passing the
liquefied inert gas to the vaporizer.
4. An inerting apparatus according to claim 2 in which the
inflammable liquefied gas is liquefied natural gas, the heat
transferred from the supply tank to the storage tank vaporizing the
liquefied natural gas to fuel a ship power system.
5. An inerting apparatus according to claim 2 in which the inert
gas is nitrogen.
6. In a ship having an enclosed storage tank containing liquefied
natural gas at about -258.degree. F., an apparatus for selectively
inerting the enclosed storage tank, the inerting apparatus
comprising:
an enclosed supply tank containing liquefied nitrogen gas at about
-234.degree. F. and about 477 psia;
a conduit from the supply tank to a vaporizer for vaporizing the
liquefied nitrogen gas;
a conduit from the vaporizer to the storage tank for injecting the
vaporized nitrogen gas into the storage tank; and
a heat pipe having one end extending into the vapor space in the
supply tank and its other end submerged in the liquefied natural
gas in the storage tank for transferring heat from the supply tank
to the storage tank to condense the nitrogen vapor as long as the
storage tank is not being inerted.
Description
This invention relates to apparatus for safely emptying an
inflammable liquefied gas, such as liquefied natural gas, from
enclosed storage tanks. More particularly, the invention is
concerned with apparatus for inerting enclosed storage tanks with
an inert gas, such as nitrogen, to prevent the formation of an
explosive air and gas mixture if a storage tank is ruptured during
transportation.
Reference may be made to the following U.S. Pat. No. 2,961,841 and
2,889,955.
Natural gas is a widely used commodity throughout much of the
world, but unfortunately, the gas fields from which it is obtained
are very seldom close to major markets. As the supplies nearer the
markets are depleted, an economical method of transporting natural
gas from remote gas fields to market must be provided since there
are many areas which cannot be practically or economically served
by gas pipelines.
One such method is to liquefy the natural gas, place it in enclosed
storage tanks and transport it by ship, barge, railroad or truck to
a convenient distribution point where it can be stored and later
vaporized for use when needed. In its liquefied form, natural gas
occupies a much smaller space than it does in its gaseous form.
Storage of liquefied natural gas in large volume storage tanks is
not considered feasible, however, unless the gas is refrigerated to
a temperature of -258.degree. F. at which its vapor pressure is
equal to or only slightly above atmospheric pressure. Under such
conditions, the liquefied natural gas can be stored in relatively
lightweight insulated tanks rather than storage tanks of heavy
construction capable of withstanding the tremendous forces
associated with storing the liquefied natural gas at a higher
pressure.
If a catastrophic event should occur, however, such as the
transport ship colliding with another ship causing the relatively
lightweight storage tanks to rupture, the liquefied natural gas is
rapidly vaporized. As a result, air is introduced into the storage
tank, and some of the vaporized natural gas escapes into the ship's
hold unavoidably creating a dangerous air and gas mixture which is
not only flammable but also potentially explosive.
Accordingly, to reduce the hazard resulting from such an
occurrence, it has been proposed that the liquefied natural gas be
vented from the ruptured tank to the atmosphere by introducing an
inert gas vapor such as nitrogen gas into the storage tank, forcing
the liquefied natural gas from the tank and diluting the vaporized
natural gas. Moreover, it is desirable to "flood" the entire hold
with the vaporized nitrogen gas to further eliminate the danger of
an explosion.
The quantity of nitrogen gas required to inert the storage tanks
and the hold is so great, however, that it has heretofore been
thought to be physically and economically impractical. That is, to
maintain the inert gas in its liquefied form for the duration of
the journey, a refrigeration system would have to be provided,
entailing added expense and requiring a great deal of space which
could be better used for transporting additional liquefied natural
gas. If the liquefied nitrogen is not refrigerated, on the other
hand, additional liquefied nitrogen gas must be initially stored
aboard ship to insure that a sufficient amount remains to inert the
ship as it nears its destination. This is necessary because a large
portion of the liquefied nitrogen is vaporized during the journey
as a result of heat leak into the liquefied nitrogen supply
tank.
Thus, it has been suggested that inert gas generators be placed
aboard ship for producing the required inert gas. Typically, such
generators have comprised an internal combustion engine fueled, for
example, by gasoline, diesel fuel or even natural gas. The
resultant exhaust or flue gases produced by the engine are
dehydrated and other oxygen bearing components (e.g., carbon
dioxide) removed so that the oxygen content of the exhaust gases is
minimal. The gases are then compressed in a compressor powered by
the internal combustion engine and introduced into the storage
tanks to force the liquefied natural gas from the tanks so that it
can be vented to the atmosphere.
Such a system, however, requires that additional machinery (i.e.,
an internal combustion engine and a compressor) be placed on the
ship, further reducing the available space and requiring additional
maintenance.
According to the present invention, there is provided an apparatus
comprising an enclosed supply tank containing a liquefied inert
gas, an enclosed storage tank containing a cryogenic liquefied gas
having a lower temperature than the liquefied inert gas, and a heat
pipe for transferring heat from the supply tank to the storage
tank. One end of the heat pipe extends into the vapor space in the
supply tank above the liquefied gas found therein, and the other
end is submerged in the cryogenic liquefied gas in the storage
tank. The heat pipe comprises a closed tube containing a partially
liquefied inert gas for transferring heat from the supply tank to
the storage tank thereby facilitating the condensation of vaporized
gas in the enclosed supply tank. An extended surface heat exchanger
is provided at each end of the heat pipe to increase the efficiency
of the heat flow. Thus, as heat leaks into the supply tank, the
liquefied gas is vaporized and confined to the space adjacent to
the end of the heat pipe. The inert gas in the heat pipe is
vaporized and flows to the end of the heat pipe located in the
storage tank. There the vapor is condensed by the cooler cryogenic
liquefied gas, transferring its heat thereto. A wick provided on
the inner surface of the heat pipe transports the cooled liquefied
inert gas in the closed heat pipe back to the end positioned in the
supply tank. Heat is drawn from the vaporized gas in the supply
tank to condense the vaporized gas therein, and the inert gas
within the heat pipe is again vaporized.
In a particular embodiment useful for selectively introducing an
inert gas into an enclosure containing inflammable liquefied gas,
the apparatus comprises an enclosed supply tank containing
liquefied inert gas, a vaporizer for vaporizing the liquefied inert
gas, a conduit from the vaporizer to the storage tank for injecting
the vaporized inert gas into the storage tank to force the
inflammable liquefied gas therefrom, and means for transferring
heat from the supply tank to the storage tank to maintain the inert
gas in a liquefied state as long as the storage tank is not being
inerted. More particularly, the heat transfer means comprises a
heat pipe extending between the supply tank and the storage tank.
Typically, the liquefied inert gas comprises liquefied nitrogen
maintained at about -234.degree. F. and about 477 psia while the
inflammable liquefied gas is commonly liquefied natural gas at a
temperature of about -258.degree. F.
The invention will be described further in conjunction with the
attached drawings in which:
FIG. 1 is a perspective view of a transport ship having a storage
tank inerting apparatus in accordance with the present
invention;
FIG. 2 is a vertical sectional view of a portion of the transport
ship of FIG. 1 showing the storage tank inerting apparatus and
several of the storage tanks;
FIG. 3 is a partial vertical sectional view showing the storage
tank inerting apparatus in greater detail;
FIG. 4 is longitudinal sectional view of the heat pipe shown in
FIG. 3 taken along line 4--4; and
FIG. 5 is a partial vertical sectional view showing an alternative
embodiment of the storage tank inerting apparatus.
So far as is practical, the same parts or elements which appear in
the figures comprising the drawings will be identified by the same
numbers.
With reference to FIGS. 1 and 2, there is shown a transport ship
having five enclosed sperical storage tanks 10 for transporting
cryogenic liquids such as liquefied natural gas. The storage tanks
10 are mounted in the enclosed hold, identified generally at 11, so
that they are substantially below the ship's deck. When the
transport ship reaches its destination, each storage tank 10 is
emptied by pumping the liquefied natural gas through a conduit 12
to onshore storage or transportation facilities. More particularly,
a submerged pump 13 is mounted on the end of conduit 12 at a point
near the bottom of the storage tank 10 to pump the liquefied
natural gas therefrom. The rate at which the tank is emptied is
controlled by a valve 14 interposed in the conduit 12.
If, however, one or more of the storage tanks 10 are ruptured due
to a mid-ocean collision or some other catastrophic event, the
liquefied natural gas is unavoidably released into the hold 11
where the inflammable liquefied natural gas is vaporized to form a
potentially explosive air and natural gas vapor mixture. Similarly,
air is leaked into the storage tanks mixing with the natural gas
vapor remaining therein.
To reduce the hazard of fire or explosion as a result of such
conditions, an inventive inerting apparatus is included aboard ship
to introduce an inert gas such as nitrogen into the storage tanks
10 as the liquefied natural gas is simultaneously vented to the
atmosphere through conduit 12. Moreover, the inerting apparatus is
effective to "flood" the entire hold 11 and the ruptured storage
tank 10 with inert gas to dilute the air and vaporized natural gas
mixture, thereby reducing the danger of an explosion.
The inerting apparatus includes an enclosed blimp-shaped supply
tank 15 positioned in the hold 11 between a pair of storage tanks
10 for storing the inert gas in liquefied form. In the event that
the hold 11 must be inerted, a pump 16 submerged in the liquefied
inert gas near the bottom of the supply tank 15 is enabled to pump
the inert gas from the tank 15 through a conduit 17 extending from
the tank. A valve 18 controls the flow of inert gas from the supply
tank 15 through conduit 17.
The liquefied inert gas from the supply tank 15 is transported
through conduit 17 to a vaporizer 19 where the liquefied inert gas
is heated until it is vaporized. The vaporizer 19 derives the heat
required to vaporize the liquefied inert gas from a steam generator
20 through heat coils 21 interconnecting them. Although a steam
generator may be provided specifically for the inerting apparatus,
the vaporizer 19 may instead obtain the requisite heat from the
ship's power system.
The vaporized inert gas upon leaving the vaporizer 19 through
conduit 22 is delivered to each of the storage tanks 10 through a
distribution system comprising several headers 23 interposed at
strategic points along the conduit 22. Each header 23 includes a
one-way valve (not shown) for transferring a portion of the
vaporized inert gas to a conduit 24 passing through the top of a
corresponding storage tank 10. Accordingly, a portion of the
vaporized inert gas is introduced into each storage tank 10 through
its corresponding conduit 24. In the storage tank 10, the vaporized
inert gas mixes with the vaporized natural gas to dilute the air
and natural gas mixture therein. Moreover, the vaporized inert gas
escapes through the rupture in the storage tank 10 to likewise
dilute the air and gas mixture resulting from the leakage of
liquefied natural gas into the hold 11. Simultaneously, the
submerged pump 13 is enabled and valve 14 is opened to remove the
liquefied natural gas from the storage tank 10 through the conduit
12, venting it to the atmosphere.
In order to minimize the amount of liquefied inert gas that must be
stored aboad ship, a heat pipe 25 thermally connecting the storage
tank 10 and the supply tank 15 is provided to maintain the inert
gas in liquefied form as long as the inerting apparatus is not
enabled. One end of the heat pipe 25 extends into the supply tank
15 and is advisably positioned in the vapor space above the surface
of the liquefied inert gas while the other end of the heat pipe 25
is submerged in the cooler cryogenic liquefied natural gas
contained in storage tank 10.
The heat pipe 25 is shown in greater detail in FIGS. 3 and 4. There
it may be seen that the heat pipe 25 comprises an essentially
hollow, closed tube having a layer of fibrous material or wick 26
adjacent to its inner wall and a hollow central core. Further, the
tube is charged with a suitable inert gas, such as nitrogen.
Operationally, the nitrogen gas in the end of the heat pipe 25
submerged in the liquefied natural gas (i.e., storage tank 10) is
cooled so that it is in liquid form. The wick 26, by capillary
attraction, draws the liquefied nitrogen gas through the length of
the heat pipe 25 until it is at the end of the heat pipe 25
positioned in the vapor space of supply tank 15. Since there is no
refrigeration system provided for cooling the liquefied inert gas
in supply tank 15, the heat leaking into the supply tank 15
vaporizes a portion of the liquefied inert gas. The vaporized inert
gas consequently enters the vapor space adjacent to heat pipe 25
and transfers heat to the heat pipe 25, vaporizing the liquefied
nitrogen gas therein. As the heat is removed from the vaporized
inert gas in the vapor space surrounding heat pipe 25, the inert
gas is condensed on the heat pipe 25, dripping into the mass of
liquefied inert gas below. Simultaneously, the vaporized nitrogen
gas in the heat pipe 25 passes through the hollow center of the
tube to the other end of the heat pipe 25 where it is cooled
through heat exchange with the liquefied natural gas.
Accordingly the heat pipe 25 is effective to continuously transfer
heat from the liquefied inert gas in the supply tank 15 to the
cooler cryogenic liquefied natural gas contained in the storage
tanks 10. The heat transferred to the liquefied natural gas will
cause some of it to vaporize, but this small amount of vaporized
natural gas can be used to fuel the ship's power system.
Although the heat pipe 25 is effective to transfer heat between its
two ends at very low temperature differentials, heat transfer
between each end and its surrounding environment must be
accomplished by convection. Since the surface of the heat pipe 25
extending into each of the tanks is relatively small, the
convection heat transfer coefficient is very low, hindering heat
flow. Consequently, in order to more effectively utilize the heat
flux from the small heat pipe 25, a large extended surface heat
exchanger 27 is provided at each end of the heat pipe 25 to
facilitate heat transfer.
Also, the interior of heat pipe 25 is connected through a conduit
28 to a vacuum pump 29. Thus, if the liquefied natural gas storage
tank 10 is to be taken out of service (e.g., emptied) or allowed to
warm to a temperature exceeding that of the liquefied inert gas in
the supply tank 15, the nitrogen gas in the heat pipe 25 can be
removed by the vacuum pump 29 to thermally isolate the two
tanks.
An alternative embodiment is shown in FIG. 5. There, a hollow
tubular heat pipe 30 charged with an inert gas such as nitrogen is
provided to transfer heat from the supply tank 15 to the storage
tank 10. One end of the heat pipe 30 extends into the vapor space
of the supply tank 15, and the other end is submerged in the cooler
cryogenic liquefied natural gas contained in storage tank 10.
The inerting apparatus shown in FIG. 5 is nearly identical to that
shown in FIG. 3 except that the end of heat pipe 30 submerged in
the storage tank 10 must be elevated with respect to the end
extending into the supply tank 15. That is, because heat pipe 30
does not include a wick, gravity must be utilized to return the
condensed nitrogen gas charge in the heat pipe 30 to the end
located in the vapor space of supply tank 15. Otherwise, the
condensed gas would accumulate in the submerged end, and the heat
pipe 30 would cease to function.
Operationally, the nitrogen gas in supply tank 15 is condensed by
heat transfer to the liquefied natural gas contained therein. As it
is liquefied, the nitrogen gas flows down the hollow heat pipe 30
to the end located in the vapor space of supply tank 15. The
vaporized nitrogen gas in supply tank 15 is condensed by heat pipe
30, transferring its heat to the pipe 30 and vaporizing the
liquefied nitrogen gas therein. The vaporized nitrogen gas then
rises through the heat pipe 30 to the storage tank 10 where it is
again liquefied to complete the heat transfer cycle.
In a specific application of the above-described system, liquefied
natural gas at a temperature of about -258.degree. F. and
atmospheric pressure is stored in each of five enclosed spherical
storage tanks 10 having an inside diameter of 120'. The wall,
comprising the metal shell and insulating, of each tank 10 is
approximately 12 inches thick so that the outside diameter of each
spherical tank 10 is approximately 124 feet. To inert each of the
five spherical tanks 10 and the hold 11, 950,000 pounds of
liquefied nitrogen gas is required. For optimum storage, the
liquefied nitrogen is stored in a blimp-shaped supply tank 15
having an inside diameter of about 25 feet and a length of 64 feet.
The liquefied nitrogen is maintained at a temperature of about
-234.degree. F. and a pressure of about 477 psia. The wall of
supply tank 15 includes a 12 inch layer of urethane foam insulation
which reduces the heat leak into the tank to about 51/2 million BTU
per hour. Thus, a heat pipe having an inside diameter of about 11
inches is required to transfer a sufficient amount of heat from the
supply tank 15 to the storage tank 10 in order to maintain the
nitrogen gas in its liquefied form.
It should be recognized, however, that the particular construction
of the storage tanks and the supply tanks employed in the subject
invention is not critical. Rather the size and shapes of the tanks
described in conjunction with the present embodiment have been
selected to most efficiently utilize the available space within the
transport ship. It will be obvious that other arrangements of
storage tanks and supply tanks can be employed and therefore it is
not intended that the invention be restricted to the specific
embodiment disclosed in the drawings described herein. The
particular shape and number of tanks is to be arrived at according
to the most efficient utilization of space aboard ship.
The foregoing detailed description has been given for clearness of
understanding only, and no unnecessary limitations are to be
understood therefrom, as modifications will be obvious to those
skilled in the art.
* * * * *