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CN1109230C - 运输船上lng的再汽化方法及再汽化系统 - Google Patents

运输船上lng的再汽化方法及再汽化系统 Download PDF

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CN1109230C
CN1109230C CN99804110A CN99804110A CN1109230C CN 1109230 C CN1109230 C CN 1109230C CN 99804110 A CN99804110 A CN 99804110A CN 99804110 A CN99804110 A CN 99804110A CN 1109230 C CN1109230 C CN 1109230C
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lng
ship
seawater
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vaporizer
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CN1293747A (zh
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戴维·李·邓拉维
托马斯·格伦·斯科特
杰伊·尤拉伊·泽德尼克
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B19/00—Machines, plants or systems, using evaporation of a refrigerant but without recovery of the vapour
    • F25B19/005—Machines, plants or systems, using evaporation of a refrigerant but without recovery of the vapour the refrigerant being a liquefied gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
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    • B63B27/30—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures
    • B63B27/34—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures using pipe-lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
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Abstract

用于在再汽化天然气输送上岸之前在一运载船上对LNG进行再汽化的系统和方法。当LNG处于其液相并在它流经设在船上的汽化装置之前实质性地升高LNG的压力。从环绕船的水体中取出的海水流经该汽化装置(25)，在将天然气卸载到岸上设施之前将LNG加热和汽化成天然气。

Description

运输船上LNG的再汽化方法及再汽化系统
本申请要求1998年3月18日提出的临时专利申请第60/178438号的优先权。
本发明涉及在将LNG以气体状态输送到岸上之前，在一海上航行的运输船上对液化天然气(LNG)进行再汽化，一方面涉及在将汽化LNG输送到岸上之前，用于在该运输船上对LNG进行再汽化的系统和方法，其中将循环海水作为热交换介质用于在船上对LNG进行汽化。
大量的天然气(即主要是甲烷)是在世界上许多很远的地方生产的。这些气体如果能够很经济地输送到市场上则具有重要的价值。如果生产地距市场具有合理的距离而两地之间的地域又允许，这些气体一般是通过海底和/或陆基管道输送的。但是，如果生产气体的地方埋设管道是不可行的或是经济上不允许的，就必须使用其它技术来将这些气体输送到市场。
可能最常用的将远处生产的气体输送到市场的技术是在或靠近生产地将气体液化，然后用航海货轮或运输船上特别设计的储存罐将液化的气体或“LNG”输送到市场。天然气被压缩和冷却到低温(如-160℃)，从而显著增加了可以在特殊的储存罐中运载的气体的量。当船到达目的地后，一般将LNG以液态卸载到岸上的储存罐中，然后如果需要可将LNG再汽化并通过管道等以气态输送到最终用户。
如果LNG市场建立得很好，而对天然气的需求是稳定和持续的，那么为这些市场服务的永久性岸上储存和再汽化设施的建设和维护很容易在经济上认为是合理的。但不幸的是，还有其它短期的，季节性的，或自然周期性的潜在需求(即“点市场”)，由于所涉及的长时间及与之相关的高成本，因而所需的永久性岸上设施的建造和维护就不太合理了。这导致(a)在这些相对廉价能源市场中的潜在客户的丧失以及(b)天然气生产商销售下降。
最近提出将天然气输送到市场然后在气体被卸载到岸上管道之前在运载船上将LNG再汽化；见1984年9月27-28日Gary W.Van Tassel和JohnW.Boylston于纽约Waldorf Astoria饭店在国际海事研讨会上所作的，造船技师和船舶工程师协会第一期发表的“使用过剩LNG运载船对天然气进行液化、输送和再汽化的经济系统”，以下称为“论文”。在该论文公开的方法中，在装载到一可得到的商业LNG运载船上的储存罐中之前在生产地将天然气压缩、冷却并转化成LNG，当船到达其卸载目的地后该运载船将加装船上汽化装置用于对LNG进行船上汽化。
当船到达其目的地时，从船上储存罐中抽出LNG，其压力也通过使LNG流过增压泵而升高，而LNG仍处于液态。然后LNG流过船上汽化装置，在气体流动上岸并进入管道而输往市场之前将LNG汽化到其气态(即天然气)。通过使用运载船上的用于在卸载地储存LNG然后在气体上岸之前对LNG进行再汽化的油罐，消除了对昂贵的岸上储存罐和永久性再汽化设施的需求。另外，由于LNG的压力在船上它仍处于液态时已被升高，使汽化天然气在岸上管道中流动所需的压缩器的功率值被大大降低了，如果压缩器没有被一起去掉的话。
在其运载船上对LNG进行再汽化具有如上所述的几个已认可的优点，但当考虑到安全和生态时，提出用于在船上对LNG进行再汽化的现有技术中的系统就有许多期望改进的地方。例如，上述论文中描述的系统提出用船上锅炉的蒸汽作为船上汽化装置的热交换介质用于汽化LNG。新鲜的蒸汽需要泵送经过汽化装置，且将处于相对较高的压力和高温下，会给船和船员带来另外的安全危害。另外，任何冷凝污染物都将导致船多日的延误，并对项目操作和经济带来极其负面的后果。
最近的另一种方案是使用由蒸汽加热的水乙二醇混合物作为船上汽化装置的热交换介质。同样，也要从船上锅炉提取蒸汽，这就需要在卸载操作中保持锅炉燃烧。同样，如果蒸汽管道破裂或出现泄漏，将新鲜蒸汽泵送到船上的各热交换器也将使船员暴露于潜在的安全危险中。另外，由于乙二醇的毒性，如果在卸载时输送乙二醇的管道破裂或泄漏，它的使用会对那些在船上搬运乙二醇的人以及周围环境造成危害。因此，需要一种系统，用于在船上对LNG进行再汽化，而对船员及环境造成的危害最小。
本发明提供一种在再汽化天然气输送到岸上之前在运载船上对LNG进行再汽化的系统方法。这基本上是通过使LNG从一位于运载船上的储存罐出来流经一设在船上的汽化装置。使从环绕船的水体中取出的海水流经该汽化装置，在该汽化装置中对LNG进行加热，并在将天然气从船上的汽化装置输送到岸上设施之前将LNG汽化回天然气。
当LNG处于其液相时且在使LNG流经汽化装置之前被增压到一高压(如8000-10000千帕)。这就允许基本上以相同的压力从汽化装置中出来的汽化气不需要任何其它实质压缩就可以流动上岸并流经岸上管道到达指定的设施。汽化装置中所用的海水是从环绕船的水体中经过一入口取得的，并通过一与该入口间隔开(如至少18米)的出口在一点处从汽化装置排放回水体中，这样冷却的排放水不会再重新循环经过汽化装置。
用于完成本发明的系统基本上包括一位于运载船上的汽化装置机组，该汽化装置机组适于当船停泊在其卸载目的地后，接收和汽化从位于船上的储存罐中出来的LNG。各汽化装置机组包括一增压泵，该增压泵从储存罐中接收LNG并在它经过设在船上的汽化装置之前提高LNG的压力。该汽化装置包括包括一机架，该机架具有一入口和一出口，用于使海水流经汽化装置来加热LNG并在它从汽化装置出来之前将其汽化回天然气。汽化装置的入口适于从环绕船的水体中直接接收海水，而出口适于在海水流过汽化装置之后将海水排放回水体中。汽化装置的入口和出口彼此间隔一定距离(如至少18米)，以防止冷的排放海水重新循环。
通过在LNG仍处于液态时对其加压，然后在将它从船上卸载到岸上设施之前在船上对LNG进行再汽化，对岸上储存罐和大量压缩器功率的需求就消除了，从而为LNG打开了新的市场。另外，通过将海水用作船上汽化装置的主要热交换介质，本发明提供了一种在卸载期间对船员和操作者危害最小的安全和环境友好的方法和系统。
通过参照附图，本发明的实际结构操作和明显的优点将更好地理解，附图没有必要按比例制图，其中相似的数字代表相似的部件，其中：
图1是一典型的LNG运载船停泊在一卸载地时按照本发明改装后的示意图；
图2是本发明中岸上再汽化系统的简化的示意流程图；
图3是图1中船的部分剖开的侧视图；
图4是图3的平面图；
图5是图2中系统的延长的示意流程图；
图6是用于本系统的汽化装置的放大视图。
特别参照附图，图1示出一停泊在其卸载目的地的海上航行液化天然气(LNG)运载船10。如图所示，船10通过钢缆12固定在一岸上底部支承的停泊结构或平台11上，且在卸载操作过程中通过一拖船15保持在一向风面朝前的位置。从船10上伸出的一卸载输送管道13通过位于停泊地11上的一旋转接头与一水下管道14流体联接，该水下管道14将货物从船10输送到一岸上管道17a，该岸上管道17a又将气体输送到最终使用设施17。
如本领域技术人员都理解的，通常的作法是在或靠近生产地压缩并冷却天然气以形成液化天然气(LNG)，然后液化天然气(LNG)在船10上的特殊设计的储存罐16中被输送到市场。一般地，当船10到达其目的地后，停泊在一突栈桥11处，LNG以其液态卸载到岸上，在以气态输送到最终用户之前在岸上储存和/或汽化。这需要建造和维护岸上储存和压缩设施，由于所涉及的时间和成本，这可能使许多小的或分散的市场没有照顾到。
根据本发明，从油罐16出来的LNG在以气态从船上卸载到岸上管道17a之前已在船10上被再汽化。这就消除了对岸上储存罐的需求，且如果压缩器不被消除，还显著降低了将气体输送到最终用户所需的压缩器的功率。
图2中示意性地示出用于根据本发明完成LNG船上汽化的系统。一般地，LNG以液态在大气压下及约负162℃温度下储存在油罐16中。当船10固定地停泊在停泊处11而输送管道13正确联接时，由水下泵18将LNG从油罐16泵送通过管道20，并以600千帕的压力输送到一加压泵21。然后加压泵21在LNG经过管道22输送到汽化装置25之前将LNG的压力显著升高(如至8000-10000千帕)。汽化装置25将生态友好的海水作为热交换介质，在LNG通过输送管道13和水下管道14流动上岸之前将LNG再汽化成天然气(图1)。
能够使用海水作为主要热交换介质的多种类型汽化装置都可以在本发明中使用，如可从日本东京Kobe钢公司获得的“TRI-EX”流体型LNG汽化装置。这种类型的汽化装置在图6中示出，包括一具有一预加热部分30的机架29，和一最终加热部分31。预加热部分30具有多个穿行布置的管道32，该管道32与位于部分30两端的导管34和35流体联接，而最终加热部分31具有多个穿过其中的管道36，该管道36与位于部分31两端的导管35，37流体联接。
直接从海水环绕的船10收集的海水通过吸入或输入管道40泵送到导管37中。海水在最终加热部分31中流过管道36，并在流过预加热部分30中的管道32之前进入导管35，并进入导管34，然后海水从此通过输出管道41被排放回海中。
在操作中，从加压泵21出来的LNG流过输入管道22，进入一设置在汽化装置25的预加热部分30中的封闭回路33，在该封闭回路33底部包括一汽化冷却剂(如丙烷)的“永久”浴槽38。流过管道32的海水对浴槽38中的丙烷进行加热，使丙烷汽化并在预热部分30中上升。当丙烷与封闭回路33接触时，它将热量传递给流过的极冷的LNG，并重冷凝而滴回到浴槽38中，从而在预热部分30中提供对甲烷连续的环流“加热”循环。
当LNG在带有预加热部分30的卷曲导管33中“加热”后，流经管道41进入最终加热部分31。部分31中的隔板42迫使LNG流经一迂回路径并与管道36接触，其中管道36中来自海水的热量与LNG进行交换，在LNG根据所涉及的特定条件以低于海水温度10℃的温度并在约8000-10000千帕压力下经过输送管13从汽化装置25出来之前，完成LNG的汽化。
参照图3-5，示出根据本发明的一个实际系统更详细的示意图，它可能改装或原始安装在一典型LNG船10上。在这些图中公开的该系统包括多个(如两个)单独的汽化装置机组25a，25b。各汽化装置机组25a，25b分别具有基本相同的结构，并以与上述相同的方式操作。该机组位于船10的两相对侧(见图4)并平行运行，而两汽化装置机组25a，25b的输出流体联接到输送管道13上，将汽化的天然气输送上岸。
现在更特别地参照图3，汽化装置25的入口40与设在水线下面收集海水用的“通海吸水箱”50流体联接。出口41与入口40相距一充足的距离“d”(如至少18米)，这样通过出口41排放的“冷却”水不会放回到通海吸水箱50中。这就避免了从出口41出来的显著冷却的水(即已经在汽化装置25中进行过热交换的水)通过汽化装置被重新循环，如果这样，将实质上降低汽化装置的加热效率。
可以看到，通过在将再汽化的天然气输送到岸上设施之前将海水作为在运载船上再汽化LNG的热交换介质，本发明提供了一种几乎对环境不构成威胁的安全和生态友好的系统。

Claims (7)

1.一种在LNG以气态卸载之前在一LNG运载船上对液化天然气(LNG)进行再汽化的方法，该方法包括：
使从一位于运载船上用于在输送过程中储存LNG的储存罐中出来的LNG流经一设置在船上的汽化装置；
使从环绕船的水体中取出的海水流经该汽化装置，在该汽化装置中对LNG进行加热，并将LNG汽化回天然气；及
将船上汽化装置中的天然气输送到岸上设施。
2.如权利要求1所述的方法，包括：
在使LNG流经汽化装置之前在其处于液相时升高LNG的压力。
3.如权利要求2所述的方法，其中在使LNG流经汽化装置之前将LNG的压力升高到8000-10000千帕围内。
4.如权利要求3所述的方法，其中海水在一点处被从汽化装置排放回水体中，该点距从水体中取海水处至少18米。
5.一种在LNG以气态卸载之前在一LNG运载船上对液化天然气(LNG)进行再汽化的系统，该系统包括：
位于运载船上用于在输送过程中储存LNG的储存罐；
一设置在船上并适于从储存罐接收LNG的汽化装置；
用于使海水流经汽化装置以在该汽化装置中对LNG进行加热并将LNG汽化回天然气的装置；及
一与该汽化装置流体联接以将天然气从位于船上的汽化装置输送到岸上设施的输送管道。
6.如权利要求5所述的船上再汽化系统，包括：
用于在使LNG流经汽化装置之前当其处于液相时升高LNG的压力的装置。
7.如权利要求7所述的船上再汽化系统，其中该汽化装置包括：
一具有一入口和一出口的机架，该入口适于直接从环绕该船的水体中接收海水，而该出口适于在海水经过汽化装置之后将海水排放回水体中，其中该入口与该出口之间的距离至少为18米。
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