FI125018B

FI125018B - LNG-säiliö

Info

Publication number: FI125018B
Application number: FI20125227A
Authority: FI
Inventors: Sören Karlsson; Mathias Jansson; Martin Råholm; Ingvar Öst
Original assignee: Wärtsilä Finland Oy
Priority date: 2012-02-29
Filing date: 2012-02-29
Publication date: 2015-04-30
Also published as: WO2013128063A1; KR20140131372A; KR101532895B1; US20150027137A1; JP2015515582A; US9702506B2; FI20125227A; JP5841680B2; CN104136828A; EP2820345A1; CN104136828B

Description

LNG tank

The invention relates to an LNG tank having an inner shell of stainless steel and an outer shell spaced at a distance from the inner shell, the said inner and outer shells defining an isolation space therebetween, the said LNG tank being provided with at least one double-walled pipe of stainless steel connected to the LNG tank, the said at least one double-walled pipe comprising a common outer wall and at least one inner pipe, the outer wall of the pipe being connected to the inner shell of the tank by means of a bellows-like pipe fitting of cold resistant material welded to the outer wall of the pipe(s) and to the inner shell of the tank, the said at least one double-walled pipe extending into a tank room associated with the tank.

The use of LNG (Liquefied Natural Gas) as fuel for marine applications is increasing since it is an efficient way of cutting emissions. Within the next few decades, natural gas (NG) is expected to become the world's fastest growing major energy source. The driving forces behind this development are the depleting known oil reserves, increasing environmental care and the continuous tightening of emission restrictions. All major emissions can be significantly reduced to truly form an environmentally sound solution; the reduction in CO2, in particular, is difficult to achieve with conventional oil-based fuels. NG consists of methane (CH4) with minor concentrations of heavier hydrocarbons such as ethane and propane. In normal ambient conditions NG is a gas, but it can be liquefied by cooling it down to -162°C. In liquid form the specific volume is reduced significantly, which allows a reasonable size of storage tanks relative to energy content. The burning process of NG is clean. Its high hydrogen-to-coal ratio (the highest among the fossil fuels) means lower CO2 emissions compared with oil-based fuels. When NG is liquefied, all sulphur is removed, which means zero SOX emissions. The clean burning properties of NG also significantly reduce NOX and particle emissions compared with oil-based fuels. LNG is not only an environmentally sound solution, but also economically interesting at today's oil prices.

The most feasible way of storing NG in ships is in liquid form. In existing ship installations, LNG is stored in cylindrical, double-walled, insulated stainless steel tanks. The tank pressure is defined by the requirement of the engines burning the gas and is usually less than 5 bar. A higher (typically 9 bar) tank design pressure is selected due to the natural boil-off phenomenon.

Fig. 1 discloses schematically a known LNG installation for a ship 20. LNG is stored in a cylindrical^ shaped pressurized storage tank 1. The tank consists of a stainless steel inner shell, which is designed for an internal pressure, and an outer shell that acts as a secondary barrier. The outer shell can be made of either stainless steel or carbon steel. The tank is insulated with perlite/vacuum. Reference numeral 24 denotes a bunkering station from which LNG is led to the tank 1 via insulated pipes. The tank room 4 is a stainless steel barrier welded to the outer vessel of the tank 1. The tank room acts as a barrier that prevents damage to the external compartments, and facilitates quick ventilation of the evaporated gas. The LNG from the tank is evaporated and fed via a gas valve unit 21 to the engines. The main engine generators are denoted by reference numeral 22 and the switch gear by reference numeral 23. Fig. 1 is only to show an exemplary schematic arrangement for an LNG installation and, therefore, there is no detailed explanation of a control system, thrusters, propulsion units or other necessary implements required in ships. NG is a safe fuel when the proper precautions are taken.

In a liquid state LNG is not explosive, nor is it corrosive or toxic. Thus, possible spillages will not cause any lasting contamination, as the liquid will boil to gas. The low temperature, however, is an issue when considering normal ship steel, but this problem is avoided by using appropriate materials in LNG systems.

Gaseous NG is lighter than air, which means that in case of a leakage, the gas will disperse upwards and not build up in the ship's bilge. The ignition temperature of NG is relatively high (600°C) compared with diesel oil (250°C), and NG is flammable only within a small concentration range from 5% to 15% of air.

The gas fuel system of a ship includes liquid storage tanks, a vaporiser, a gas valve unit, piping and a bunkering system.

The storage tank and associated valves and piping should be located in a space designed to act as a secondary barrier in case of liquid or compressed gas leakage. The material of the bulkheads of this space should have the same design temperature as the gas tank, and the space should be designed to withstand the maximum pressure build-up or, alternatively, pressure relief venting to a safe location (mast) may be provided. The space should be capable of containing a leakage and be thermally isolated so that the surrounding hull is not exposed to unacceptable cooling in case of a leakage of liquid or compressed gas.

The natural gas is delivered to the engines as a gas but stored as a liquid. A 'tank room' is associated with a storage tank and contains the equipment for converting the liquid into a gas for safe delivery to the engines. The tank room is also considered a 'secondary barrier' since the liquid pipes are inside it.

The piping between the LNG tank and the tank room is double-walled and conventionally pipes are arranged to go through the outer shell of the LNG tank and pass into the space between the inner and outer shells of the LNG tank before they are connected to the inner shell, preferably by welding. This conventional arrangement is functional as such but it requires that the outer shell of the LNG tank is made of stainless steel since all connections to the inner shell should be inside a stainless steel cover.

The aim of the present invention is to provide an LNG tank having an improved secondary barrier for the pipes extending from the LNG tank to the tank room. This is achieved by an LNG tank having an inner shell of stainless steel and an outer shell spaced at a distance from the inner shell, the said inner and outer shells defining an isolation space therebetween, the said LNG tank being provided with at least one double-walled pipe of stainless steel connected to the LNG tank, the said at least one double-walled pipe comprising a common outer wall and at least one inner pipe, the outer wall of the pipe being connected to the inner shell of the tank by means of a bellows-like pipe fitting of cold resistant material welded to the outer wall of the pipe(s) and to the inner shell of the tank, the said at least one double-walled pipe extending into a tank room associated with the tank, characterized in that the end of the said at least one inner pipe extending into the tank room is connected to a valve means in a valve block and the end of the outer wall of the pipe extending into the tank room is connected to the valve block to provide a continuous secondary barrier for the said at least one inner pipe between the inner shell of the tank and the valve block.

The valve block is preferably provided with built-in secondary valve barrier means or connected to a second valve block acting as secondary valve barrier means to prevent leakage of liquid or compressed gas to the tank room in case of failure of the valve means of the first valve block. By connecting, preferably by welding the end of the outer wall of the pipe extending into the tank room to the valve block, the at least one inner pipe is inside a secondary barrier continuously from the inner shell of the LNG tank to the valve block and any leakage from the inner pipe is contained within this secondary barrier. If there is only one inner pipe one valve with built-in secondary valve barrier means or two successive valves are sufficient. Thus, in this application the term "valve block" is intended to cover both a single valve and several valves in a common block.

The construction of the valve means guarantees that a secondary barrier function is built in. By using a double block and bleed valve construction with monitoring of the condition of the first and the secondary barrier can be guaranteed that any leakage from the inner pipe before the valve or in the first barrier of the valve will not lead to the whole LNG content being emptied into the tank room and causing damage to the instruments inside the tank room. The safety of the system is increased and the material costs for manufacturing the tank room are reduced since the tank room can be made less rigid as it has not to be design to carry the load of the tank room fully filled with liquid LNG.

The materials used for the bellows are stainless steels, preferably austenitic type steels. By using a bellows of stainless steel as a pipe fitting between the inner shell of the LNG tank and the outer wall of the pipe it is possible to absorb relative movement in the piping system due to difference in temperature between the outer wall of the pipe and the inner shell of the tank.

The invention will be described more closely with reference to the accompanying drawings in which:

Fig. 1 is a schematic vertical cross-section of a ship using LNG as fuel,

Fig. 2 is a schematic vertical cross-section of a part of an LNG tank and a tank room associated therewith according to an embodiment of the invention,

Fig. 3 is a schematic vertical cross-section of a part of an LNG tank and a tank room associated therewith according to another embodiment of the invention, and

Fig. 4 is a schematic vertical cross-section of a part of an LNG tank and a tank room associated therewith according to still another embodiment of the invention.

Referring to Figs. 2 and 3, the LNG tank 1 comprises an inner shell 2 and an outer shell 3 defining an isolation space 14 therebetween. The isolation space 14 is under vacuum and/or filled with isolation material, such as perlite or vermiculite. A tank room 4 containing the equipment (not shown) for converting the liquid into a gas for safe delivery to the engines is associated with the tank 1, the equipment being in fluid connection with the tank via double-walled pipes to the tank. In the schematic figs. 2 and 3 are shown two inner pipes 8 and a common outer wall 9 therefore. The inner pipes 8 are spaced apart from each other as well as from the outer wall 9 defining an isolation space 15 therebetween. The isolation space 15 is, similarly to the isolation space 14 of the tank 1, under vacuum and/or filled with isolation material, such as perlite or vermiculite. At one end, the pipes 8 and the outer wall 9 penetrate the tank room and extend over a length inside thereof. The pipes 8 are connected to the valve means of a valve block 20 and the end 9a of the outer wall 9 is welded to the valve block 20 enclosing the pipes 8 inside the outer wall 9. The valve block 20 is preferably provided with built-in secondary valve barrier means (not shown in the drawings) or alternatively, as shown schematically in Fig. 3, two valve blocks 20a, 20b are arranged successively to provide said secondary barrier means. Duct mast for ventilation is shown schematically by reference sign 6.

At its other end, the common outer wall 9 of the pipes is provided with a first connection flange 11 to which a bellows 10 is connected by welding. The bellows 10 is welded at its other end to the inner shell 2 of the tank 1. The inner pipes 8 are welded directly to the inner shell 2 of the tank. The outer shell 3 of the tank is provided with a feedthrough opening for the pipe and along the periphery of the opening with a second connection flange 12 extending outwardly from the outer shell 3. The first and second connection flanges are aligned and provided with an isolation and/or sealing member 13 therebetween when connected together, e.g. by bolts (not shown). The bellows 10 and inner pipes 8 and outer wall 9 are of cold resistant materials, preferably stainless steels, but the material for the outer shell 3 of the tank 1 may be carbon steel due to the use of the protective bellows of stainless steel around the pipe feedthrough to the inside of the tank. The use of carbon steel for the outer shell will substantially reduce the manufacturing costs.

The tank room 4 can also be made of carbon steel due to the welded connection of the outer wall 9 of the pipes to the valve block 20 and the construction of the valve block including secondary barrier means.

In Fig. 4 is shown an embodiment having only one inner pipe 8 inside the outer wall 9. The inner pipe is connected to a valve seat of the first valve 20c and the outer wall 9 is connected, preferably by welding, to the body of the first valve 20c to provide a continuous secondary barrier for the inner pipe 8 between the inner shell 2 of the tank 1 and the first valve 20c. A second valve 20d is connected to the first valve to provide secondary barrier means for the valve means. It is also possible to provide the first valve 20 c with built-in secondary barrier means to omit the second valve 20d.

Claims

1. LNG-säiliö (1), jossa on ruostumatonta terästä oleva sisävaippa (2) ja sisävaipas-ta (2) välin päässä oleva ulkovaippa (3), jolloin sisä-ja ulkovaippa määrittävät väliinsä eristystilan (14), joka LNG-säiliö on varustettu ainakin yhdellä ruostumatonta terästä olevalla kaksoisseinämäisellä putkella liitettynä LNG-säiliöön (1), joka mainittu ainakin yksi kaksoisseinämäinen putki käsittää yhteisen ulkoseinämän (9) ja ainakin yhden sisäputken (8), joka mainittu ainakin yksi kaksoisseinämäinen putki ulottuu mainittuun säiliöön (1) liittyvään säiliöhuoneeseen (4), tunnettu siitä, että mainitun ainakin yhden sisäputken (8) pää on ulotettu säiliöhuoneeseen (4), ja on kytketty ventti i I i I oh kossa (20; 20a, 20c) oleviin venttiilielimiin ja putken ulomman seinämän (9) säiliöhuoneeseen (4) ulottuva pää (9a) on kytketty venttiililohkoon (20; 20a, 20c) aikaansaamaan yhtäjaksoisen sekundäärisen suojuksen mainittua ainakin yhtä sisäputkea (8) varten säiliön (1) sisävaipan (2) ja venttiililohkon (20) välillä.

2. Patenttivaatimuksen 1 mukainen LNG-säiliö (1), tunnettu siitä, että venttiililohko (20) on varustettu sisäänrakennetulla sekundäärisellä venttiilin suojuselimellä.

3. Patenttivaatimuksen 1 mukainen LNG-säiliö (1), tunnettu siitä, että venttiililohko (20a) on kytketty toiseen venttiililohkoon (20b), joka toimii sekundäärisenä venttiilin suojuselimenä estämään nesteen tai paineistetun kaasun vuodon säiliöhuoneeseen ensimmäisen venttiililohkon (20a) venttiilielimien pettämisen tapauksessa.