U.S. patent number 3,885,394 [Application Number 05/423,122] was granted by the patent office on 1975-05-27 for process and apparatus for treating and utilizing vaporized gas in a ship for transporting liquified gas.
This patent grant is currently assigned to Sulzer Brothers Ltd.. Invention is credited to Christian Trepp, Karel Witt.
United States Patent |
3,885,394 |
Witt , et al. |
May 27, 1975 |
Process and apparatus for treating and utilizing vaporized gas in a
ship for transporting liquified gas
Abstract
The vaporized gas is first heated and then compressed.
Thereafter, the gas is divided into two component flows with one
component flow being sent to the ship's propulsion plant as a
source of fuel. The second component flow is then further
compressed and cooled in heat exchange relation with the continued
flow of vaporized gas from the gas tanks. The cooled gas is then
liquified and returned to the gas tanks.
Inventors: |
Witt; Karel (Volketswil,
CH), Trepp; Christian (Winterthur, CH) |
Assignee: |
Sulzer Brothers Ltd.
(Winterthur, CH)
|
Family
ID: |
4429378 |
Appl.
No.: |
05/423,122 |
Filed: |
December 10, 1973 |
Foreign Application Priority Data
|
|
|
|
|
Dec 11, 1972 [CH] |
|
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17958/72 |
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Current U.S.
Class: |
60/651; 60/671;
62/7; 62/47.1; 62/50.3; 62/240 |
Current CPC
Class: |
F17C
9/04 (20130101); B63H 21/00 (20130101); F25J
1/004 (20130101); F25J 1/0202 (20130101); F25J
1/0025 (20130101); B63J 99/00 (20130101); F25J
1/0277 (20130101); F25J 1/023 (20130101); F25J
2230/60 (20130101); F25J 2220/62 (20130101); F25J
2230/30 (20130101); F17C 2265/03 (20130101) |
Current International
Class: |
B63H
21/00 (20060101); B63J 5/00 (20060101); F17C
9/04 (20060101); F25J 1/00 (20060101); F17C
9/00 (20060101); F01k 025/08 () |
Field of
Search: |
;114/74A
;62/7,50,51,54,240 ;60/651,671 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Perlin; Meyer
Assistant Examiner: Capossela; Ronald C.
Attorney, Agent or Firm: Kenyon & Kenyon Reilly Carr
& Chapin
Claims
What is claimed is:
1. A process of treating and utilizing vaporized gas from a
liquified gas tank of a ship for transporting liquified combustible
gas comprising the steps of
drawing off a flow of vaporized gas from at least one gas tank;
compressing said flow of vaporized gas;
dividing the compressed flow of gas into at least two component
flows;
feeding one of said gas component flows to a propulsion unit of the
ship;
compressing a second of said gas component flows;
passing said compressed second gas component flow into heat
exchange relation with a continued flow of said flow of vaporized
gas to heat said continued flow of vaporized gas prior to
compressing of said continued flow of vaporized gas; and
thereafter reducing the pressure of said second gas component flow
and feeding a liquid part of the reduced pressure gas component
flow to at least one gas tank.
2. A process as set forth in claim 1 which further comprises the
step of cooling said flow of compressed gas prior to dividing into
said component flows.
3. A process as set forth in claim 1 wherein the full flow of said
vaporized gas from one tank is compressed to a pressure demanded by
the propulsion unit.
4. A process as set forth in claim 1 which further comprises the
step of separating volatile constituents from said reduced pressure
gas component flow.
5. A process as set forth in claim 4 wherein said step of reducing
the pressure of said second gas component flow includes expanding
said second gas component flow to a pressure corresponding to a
delivery pressure of said vaporized gas from the tank and wherein
the separated volatile constituents pass in heat exchange relation
with said flow of vaporized gas and are added to said one gas
component flow.
6. An apparatus for treating and utilizing vaporized gas from a
liquified gas tank of a ship for transporting liquified combustible
gas comprising
at least one gas tank;
means for drawing off a flow of vaporized gas from said tank;
a first compressor connected to said for drawing off means for
compressing the flow of vaporized gas;
a first branch line connected to said compressor to deliver one
component flow of the compressed gas flow to a propulsion unit of
the ship;
a second compressor connected to said first compressor to receive
and compress a second component flow of the compressed gas flow
from said first compressor;
a heat exchanger connected with said means and to said second
compressor to receive the flow of vaporized gas from said tank and
the flow of the compressed second gas component flow from said
second compressor in heat exchange relation to heat the flow of
vaporized gas and cool the second gas component flow; and
a pressure reducing means connected to said heat exchanger and said
tank to deliver the second gas component flow to said tank in at
least partly liquified form.
7. An apparatus as set forth in claim 6 which further comprises a
second branch line between said first compressor and said second
compressor to convey the second gas component therebetween.
8. An apparatus as set forth in claim 6 which further comprises an
after-cooler downstream of said first compressor for cooling the
compressed flow of vaporized gas.
9. An apparatus as set forth in claim 6 which further comprises a
separator connected to said heat exchanger to receive the cooled
second gas component flow, a cooling passage in said heat
exchanger, a line between said separator and said cooling passage
for passing separated volatile gas constituents from the second gas
component flow through said cooling passsage, a line between said
cooling passage and said first branch line to deliver the volatile
gas constituents thereto and a line between said separator and said
gas tank to deliver liquified gas thereto.
Description
This invention relates to a process and apparatus for treating and
utilizing vaporized gas from a liquified gas tank of a ship for
transporting liquified combustible gas.
As is known, the liquified gas transported in tankers and ships
vaporizes or evaporates to some extent during travel due to the
presence of heat even in the best insulated vessels. In order to
accept this fact, proposals have been made to burn these gaseous
products as fuel in a combustion device forming a part of the
propulsion unit of the ship.
However, it has been found that the quantity of gas required to
power the propulsion unit of a ship of normal size at normal speeds
is less than the quantity of gas arising from vaporization.
Accordingly, it is an object of the invention to provide a proces
and apparatus which can economically reduce vaporization losses by
re-liquifying some of the gases.
It is another object of the invention to use the heat which is
drawn off during re-liquifaction to heat the gas vaporized in the
liquified gas tanks before this gas is compressed to a pressure
suitable for the propulsion unit.
It is another object of the invention to re-liquify some of the
boil-off or vaporized gas from a liquified gas tank in order to
reduce the economic loss due to vaporization of the liquified gas
cargo.
Briefly, the invention provides a process in which a flow of
vaporized gas is drawn off at least one tank, compressed and
divided into two component flows. One component flow is then fed as
a fuel to the propulsion unit of a ship, for example, to a
combustion device such as a piston engine, marine boiler or gas
turbine plant. The other component flow is further compressed and
passed in heat exchange relation with the continued flow of
vaporized gas from the tank to heat the flow of vaporized gas prior
to initial compression and to cool the gas component flow. The
cooled gas component flow is then reduced in pressure and fed back
to the gas tank in at least partly liquified form. In this way, it
is possible to use the low temperature of the full gas flow drawn
off the tanks to cool the second gas component flow over the entire
temperature range covered during cooling and, at least, partial
liquifaction of this component flow.
The invention also provides an apparatus which includes means for
drawing off the flow of vaporized gas from a gas tank, a first
compressor to compress the full flow and a first branch line to
deliver one component flow to the propulsion unit. Also, a second
compressor is used to receive and compress the second component
flow and a heat exchanger is used to effect the heat exchange
between the full flow and the second component flow. A pressure
reducing means is also connected to the heat exchanger and the tank
to deliver the at least partly liquified gas back to the tank.
Due to the compression of the full flow in the first compressor,
the second compressor does not need to operate at low suction
temperatures but instead can operate at temperatures above
0.degree.C.
These and other objects and advantages of the invention will become
more apparent from the following detailed description and appended
claims taken in conjunction with the accompanying drawing in
which:
The drawing illustrates a schematic view of a ship employing an
apparatus according to the invention.
Referring to the drawing, a ship such as a liquified combustible
gas tanker has a propulsion unit (not shown) and a plurality of
liquified gas tanks 10, only two of which are shown for simplicity.
A means, such as a line 11, is connected to each tank 10 to draw
off a flow of gas, for example, methane or natural gas vaporized in
each at a temperature, for example, of -150.degree.C and
approximately at atmospheric pressure. The line 11 is connected to
a cooling passage 12 in a heat exchanger 13 to deliver the flow of
vaporized gas to the passage 12 for heating, for example, to
10.degree.C in a manner as described below. A line 14 extends from
the exit end of the passage 12 to a compressor 15 to deliver the
heated flow for compression purposes. A delivery line 16 extends
from the compressor 15 through an aftercooler 17 and divides into
two branch lines 18, 19. One line 18 conveys one component flow of
the gas after cooling in the aftercooler 17 to a combustion device
(not shown) of the propulsion unit (not shown), e.g. a combustion
chamber of a steam generator. The line 18 is provided with a
non-return valve 20 and a pressure regulating valve 21 which
maintains the pressure in the line 18 at a predetermined value by
means of a controller 21a.
The compressor 15 has a drive motor 22 whose speed is controlled by
a controller 23 according to the pressure in the line 11. The
conditions are such that when the pressure rises in the line 11 due
to the vaporization of gas in the tanks 10 the speed is increased
and vice versa.
The branch line 19 carries a second gas component flow into a
second compressor 24 formed by a three-stage piston machine driven
by a diagrammatically indicated electric motor 25. Coolers 26 are
also provided between the various stages and where the gas
component flow leaves the last stage.
A line 27 connects the outflow of the compressor 24 to the heat
exchanger 13 so that the component flow of compressed gas comes
into heat exchange relation with the continued flow of vaporized
gas from the tanks 10 and is cooled. A pressure reducing means
including a line 28 and a pressure reducing valve 29 e.g. an
expansion valve is connected to the heat exchanger 13 to receive
the cooled component flow. The pressure reducing valve 29 is
operated by a controller 30 so as to maintain the desired pressure
in the line 28. As shown, the valve 29 communicates via a line 31
with a separator 33 which has a conventional level regulating means
34 for operating a valve 35 in an exit line 36 to a pump 46. The
pump 46 serves to feed the liquified gas back to the tanks 10.
The separator 33 is connected by a line 41 to another cooling
passage 42 in the heat exchanger 13 so that volatile gas
constituents, particularly nitrogen, can be drawn off along the
line 41 and used to cool the gas component flow passing through the
heat exchanger during liquification. These constituents then flow
along a line 43 into the line 18, where they are added to the
component intended for combustion.
As shown, the aftercooler 17 is connected by a line 38 to a source
of coolant, for example, cooling water for cooling the gas flow
through the line 16. Also, a regulating valve 38a is disposed in
the line 38 and is operated via a controller 39 in accordance with
temperature variations in the compressed gas in the line 16 so that
a rise in temperature is followed by increased cooling and vice
versa.
The process of treating and utilizing the vaporized gas resides in
drawing off the gas from the tanks 10 via the line 11 into the heat
exchanger 13. After heating, for example, to 10.degree.C, the gas
flows along the line 14 into the compressor 15 and is compressed to
a pressure of approximately 2 atmospheres absolute and heated to
about 60.degree.C. After cooling to about 40.degree.C in the
aftercooler 17, one component flow of gas is conveyed via the line
18 at the same pressure to the furnace (not shown) of a steam
generator which produces steam for the turbines which propel the
ship.
The other gas component flow passes via the line 19 into the
compressor 24 and is compressed, for example, to about 42
atmospheres absolute and at a temperature of, for example,
40.degree.C. The gas then flows along the line 27 into the zone of
the heat exchanger containing the cooling passage 12 and is cooled,
for example, to -120.degree.C. The gas so cooled is discharged from
the heat exchanger 13 along the line 28 to the pressure reducing
valve 29, where the pressure is reduced to 2 atmospheres absolute,
that is, to the delivery pressure of the first compressor 15.
From the pressure reducing valve 29, the gas, now at least partly
liquified, flows along the line 31 into the separator 33 and
collects in the lower part of the separator 33. The re-liquified
portion of the gas is then returned to the tanks 10 via the line 36
by means of the pump 46.
This invention is not restricted to the embodiment illustrated. On
the contrary, the gas component flow intended for combustion,
instead of going to a boiler furnace, can be fed to a diesel engine
at a pressure of, for example, eight atmospheres absolute or to a
gas turbine plant used to propel the ship. According to another
alternative, the pressure reducing valve 29 is used to reduce the
pressure to that in the tanks 10 directly, omitting the separation
of volatile gases.
Further, the invention provides an apparatus which is of simple
construction and which uses equipment on which no complicated
demands need be made.
* * * * *