US3293011A - Method of handling natural gas - Google Patents

Method of handling natural gas Download PDF

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Publication number
US3293011A
US3293011A US332204A US33220463A US3293011A US 3293011 A US3293011 A US 3293011A US 332204 A US332204 A US 332204A US 33220463 A US33220463 A US 33220463A US 3293011 A US3293011 A US 3293011A
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United States
Prior art keywords
gas
battery
mixture
hydrocarbon mixture
bottles
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Expired - Lifetime
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US332204A
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English (en)
Inventor
John D Lewis
Sze Morgan Chuan-Yuan
Carroll O Bennett
Maurice E Brooks
Irvin H Lutz
Howard B Zasloff
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Vehoc Corp
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Vehoc Corp
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Publication date
Priority to CA788175A priority Critical patent/CA788175A/en
Application filed by Vehoc Corp filed Critical Vehoc Corp
Priority to US332204A priority patent/US3293011A/en
Priority to GB51002/64A priority patent/GB1032080A/en
Priority to FR998910A priority patent/FR1434964A/fr
Priority to NL6414758A priority patent/NL6414758A/xx
Priority to CH1630764A priority patent/CH502548A/fr
Priority to SE15353/64A priority patent/SE305459B/xx
Priority to NO156060A priority patent/NO120374B/no
Priority to ES0307311A priority patent/ES307311A1/es
Priority to AT1080764A priority patent/AT255982B/de
Application granted granted Critical
Publication of US3293011A publication Critical patent/US3293011A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/002—Automated filling apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/06—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures for filling with compressed gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0192—Propulsion of the fluid by using a working fluid

Definitions

  • This invention relates to the containment and handling of natural gas hydrocarbon mixtures and, more particularly, to a method and apparatus for loading and unloading pressure vessels with a natural gas hydrocarbon mixture while maintaining it in a single-phase state of moderate refrigeration and compression.
  • the inventors employees of The Lummus Company, made the invention while engaged in development work undertaken by that organization in techniques of natural gas transportation.
  • One of the most important objects is to insure that the cargo mixture does not depart substantially in pressure or temperature from that operating state at any time during loading and unloading.
  • a further object is to permit of substantially continuous loading and unloading of a ship without significant interruption so that, if desired, the cargo mixture may be directed immediately into pipelines at the dockside facilities to the regions of demand.
  • the new method and apparatus are adapted specifically to successive loading and unloading of one ship after another without significant idle time at the ports of embarkation and destination. All of these objects and several others which will be made clear hereinafter, are to be attained under conditions of strict safety and cost control.
  • the new method of handling a hydrocarbon mixture in a plurality of pressure vessel means in series is applicable both to the loading and the unloading thereof while the mixture is maintained in a single-phase refrigerated and compressed operating state.
  • a cushion fluid is forced into the first pressure vessel means at a regulated temperature until it is filled at substantially the operating pressure of the hydrocarbon mixture.
  • the hydrocarbon mixture is MCe then forced into the first pressure vessel while the cushion fluid is expelled therefrom at a regulated flow rate so that said first pressure vessel means is filled with the hydrocarbon mixture. Thereafter, the expelled cushion fluid is directed into the next pressure vessel means in the series and it is filled with the hydrocarbon mixture by the foregoing steps.
  • the process is repeated in succession until all of the series of pressure vessel means are filled with the hydrocarbon mixture in the operating state and the cushion fluid is expelled from the last pressure vessel means.
  • a displacement fluid at a pressure greater than the operating pressure of the hydrocarbon mixture is forced into the first pressure vessel means while the hydrocarbon mixture is expelled therefrom at a regulated flow rate so that the first pressure vessel means is emptied of the hydrocarbon mixture and filled with displacement fluid.
  • the displacement fluid is directed into the next pressure vessel means in the series to empty it of the hydrocarbon mixture by the foregoing step and the process is repeated in succession until all of the pressure vessel means are emptied of the hydrocarbon mixture and filled with displacement fluid. Finally, at least part of the displacement fluid is removed from all the pressure vessel means in succession.
  • the invention also provides apparatus for handling the hydrocarbon mixture maintained in the single-phase refrigerated and compressed operating state.
  • the apparatus includes a multiplicity of pressure vessel means each including first and second access conduits communicating with the lower and upper regions respectively thereof and means for separately controlling the flow of fluids through each of the access conduits.
  • First and second sub-headers interconnect the first and second access conduits respectively of all of the pressure vessel means.
  • a main header system is included which comprises first main header means interconnecting all of one of the two sub-headers.
  • Second main header means are also included interconnecting all of the other sub-headers.
  • FIG. 1 is a pressure-temperature phase diagram illustrating the limits generally contemplated for the operating state of the hydrocarbon mixture
  • FIG. 2 is a schematic layout of a three-header system, including shipboard and dockside facilities, for loading the cargo mixture by gas displacement;
  • FIG. 2A is a fragmentary schematic layout of dockside facilities to be associated with the shipboard facilities of FIG. 2 for unloading the cargo mixture by gas displacement;
  • FIG. 3 is a schematic layout of a six-reader system, including shipboard and dockside facilities, for loading the cargo mixture by gas displacement;
  • FIG. 3A is a fragmentary schematic layout of dockside facilities to be associated with the shipboard facilities of FIG. 3 for unloading the cargo mixture by gas and liquid displacement;
  • FIG. 4 is a schematic layout of a four-header system, including shipboard and dockside facilities for loading the cargo mixture by liquid displacement;
  • FIG. 4A is a fragmentary schematic layout of dockside facilities to be associated with the shipboard facilities of FIG. 4 :for unloading the cargo mixture by liquid displacement.
  • Point A indicates the liquification temperature of the mixture at atmospheric pressure, and in absolute terms it might be about 258 F.
  • Point B is the true critical point of the gas at which the various lines of liquid and vapor concentrations within the two-phase region of the envelope convenge.
  • Point C is the cricondenbar point of the gas and it indicates the point of highest pressure, regardless of temperature, at which the twophase condition can exist.
  • Point D is the oricondentherm point of [gas and it indicates the point of highest temperav ture, regardless of pressure, at which the two-phase condition can exist.
  • the cargo mixture When the cargo mixture is moderately refrigerated and compressed to achieve optimum density at minimal compression and refrigeration costs, the mixture is within the region of the FIG. 1 diagram defined by the dotted line E on one side, the dotted lines F and G on the other, and the-interconnecting portion of the envelope curve.
  • the lower temperature limit marked by the dotted line E is the critical temperature of the methane content of the gas, about 116 F.
  • the maximum temperature indicated by the dotted line F is ambient temperature.
  • the minimum pressure is indicated by the bubble point-dew point line of the envelope and by the dotted line G, the latter being the pressure of the gas at its cricondentherm point D.
  • the cargo mixture should be refrigerated below ambient temperature but not below the critical temperature of methane, and it should be compressed above the bubble point-dew point-cricondentherm pressure of the mixture.
  • FIGURE 2 SYSTEM
  • a system for loading and unloading a cargo mixture by gas displacement. It is particularly suited to a cargo mixture maintained at an operating temperature below the cricondenbar point C thereof as indicated in the FIG. 1 phase diagram, but it is also applicable to a less dense cargo mixture above the cricond-enbar temperature.
  • the shipboard facilities are to the left of'the dot-das-h line L in FIG. 1 and the shore facilities are to the right thereof.
  • the ship carries a multiplicity of elongated bottles 10,, to 10,, in a plurality of respective batteries 11,, to 11,,.
  • a given ship may include twenty-four batteries of this type disposed laterally in its hold and there may be about one hundred bottles in each battery.
  • Each bottle is made of a suitable alloy resistant to low temperatures and may be three or four feet in diameter and at least about twenty feet long. They are preferably arranged vertically in the hold of the ship.
  • Each bottle in each battery is closed at both ends except for first and second access conduits 12,, to 12,, and 13,, to 13,, which extend through the respective upper ends of the bottles and communicate with the bottom and top regions respectively of the interior thereof.
  • constrictions 15,, to 15, are provided in the respective second access conduits 13 to 13,, of the various bottles to control the flow of fluids into and out of each bottle at a predetermined rate.
  • the constrictions generally vary in size from one bottle to the next in accordance with variations in the size of the bottles and other factors, so that the bottles of relatively large capacity have a relatively large constriction and high flow rate.
  • the object of the flow-control constricti-onsis to insure that all of the bottles in each battery are filled or emptied substantially simultaneously when subjected to the same fluid pressure in their respective second access conduits.
  • Each constriction may be defined by a plate in the appropriate passage with a round orifice tormed in it of a size which may be calculated in accordance with theories of fluid flow well known in the art.
  • first sub-headers 17,, to 17,, and second sub-headers 18,, to 18, interconnect the first and second access conduits 12,, to 1.2,, and 13, to 13,, respectively of allof the bottles.
  • Each subheader may be disposed laterally in the ship over the tops of the bottles in the respective batteries.
  • the system also includes on board the ship a firs-t main header 20 interconnecting all of the first sub-headers 17,, to 17,, for conveying the cargo mixture into and out of the bottles.
  • First valves 21,, to 21, are located at the respective interconnections between the first main header 20 and the first sub-headers 17,, to 17,,.
  • a second main header 22 interconnects all of the first sub-headers 17,, to 17,, through second valves 23,, to 23,, in a similar manner.
  • third main header 25 interconnects all of the second subheaders 18,, to 18,, through third valves 26,, to 26,,.
  • the function of the second and third main headers 22 and 25 is to convey cushion and displacement gas into and out of the bottles.
  • Conventional detection means 27 to 27,, and 28,, to 28, are located adjacent the bottle-side of the respective first and second valves 21,, to 21,, and 26 to 26,, to recognize and respond to the arrival of an interface between diifering fluids from the bottles of their respective batteries.
  • interface is meant a sharp or gradual change in the recognizable properties, composition or other characteristics of the fluid passing the detection means.
  • Such detection means which are commercially available, may operate the various valves in a manner described hereinbelow by any suitable servo system. Also, it will be apparent from the description of the operatlon below that one detection device may suffice at the end of each main header 20, 22 and 25 where they are attachable to shore facilities.
  • each of the main headers 20, 22 and 25 are valves 29, 30 and 31 and coupling means 32, 33 and 34 respectively.
  • flexible conduits 35, 36 and 37 may be attached to the coupling means 32, 33 and 34 respectively to interconnect the three main headers to the shore When the ship is being loaded, the flexible,
  • conduits 35, 36 and 37 are connected through coupling means 3 8', 39 and 40 to dockside headers 41, 42 and 43 through valves 44, 45 and 46 respectively.
  • loading facilities also include a bypass conduit 48 containing a valve 49 between the headers 42 and 43. Also, they include between those same leaders 42 and 43 a second bypass conduit 51 which includes a heat exchanger 52 between pressure relief control valves 53 and 54.
  • the flexible con-. duits 35, 36 and 37 are connected by coupling means 56, 57 and 58 to headers 59, 60 and 61 through valves 62, 63 and 64 respectively as shown in FIG. 2A.
  • the dockside residual gaseous mixture in its bottles at a moderately high pressure, perhaps between 100 and 300 p.s.i.g.
  • the temperature of the bottles will be at about the level of the refrigerated cargo mixture carried in the previous voyage, for example 5 R, if adequate insulation surrounds them in the hold of the ship.
  • the system is linked to the dockside facilities by the conduits 35, 36 and 37 as shown in FIG. 2 while a source of the cargo mixture is in the operating state ready for loading through the header 41.
  • a sup-ply of cushion gas is available at about the operating state pressure of the cargo mixture and at about ambient temperature.
  • the cushion gas usually is less dense at substantially the pressure and temperature of the cargo mixture operating state.
  • the cushion gas is advantageously a leaner natural gas mixture than the cargo mixture but otherwise similar to it in composition or it may be hydrogen, nitrogen or some other gas quite different from the cargo mixture.
  • the cushion gas proceeds into the first sub-header 17,, to enter all of the first access conduits 12, of the various bottles in battery 11
  • the cushion gas fiows into the bottom region of each bottle in this manner and proceeds to fill the respective bottles.
  • the pressuring medium is a gas
  • the flow is automatically distribute-d correctly with more flow going to the larger bottles so that all of the bottles 10 approach capacity at substantially the same time.
  • heat of compression causes the cushion gas temperature to rise.
  • the temperature of the bottle walls will rise but at .a much slower rate since heat transfer under such conditions is relatively poor.
  • the second valve 23 and the by-pass valve 49 are closed while the second valve 23 the third valve 26 and the first valve 21, are opened, since the requisite amount of cushion gas has been put into the system.
  • the cargo mixture entering the bottles 10, forces the cushion gas out through the second sub-header 18 and into the third main header 25 through the open valve 26,. Since all of the third valves 26 to 26 are closed, the cushion gas proceeds along the third main header 25 through the valves 31 and 46 and into the header 43 where it started from in the shore facilities.
  • the header 43 is otherwise closed ofiE from the source of cushion gas (not shown) so that the cushion gas can continue on its way only through the bypass conduits 48 or 51.
  • the by-pass valve 49 may be closed so that the cushion gas passes through the pressure control valve '54 which holds back a pressure on the first battery 11 and thereby maintains the pressure of the cargo mixture entering the bottles 10 of that battery at a constant level.
  • the cushion gas would be heated still further by heat of compression.
  • the cushion gas is too cold when it enters a battery it might chill portions of the bottles thereof to such a low temperature that the bottle Walls would lose their ductility. To guard against these dangers, the cushion gas is passed through the heat exchanger 52 before it is sent back through the header 42 and the valves 45 and 30 into the second main header 2-2.
  • the cushion gas at its regulated temperature proceeds from the second main header 22 into all the bottles 10 of the battery 11 through the respective first access conduits L2 thereof to fill the second battery 11, in the same manner that it had previously filled the first battery 11
  • the interface between the denser cargo mixture and the lighter cushion gas reaches the detection device 28,,.
  • the detection device automatically closes the first valve 21 and third valve 26,, in the battery 11 and opens the first valve 21 to direct the cargo mixture into the second battery 11 without interruption.
  • the detection device 28 also closes the second valve 23 and opens the second and third valves of the third battery (not shown) and the third valve 26 of the second battery 11 All of the bottles 10;, in the battery 11 are filled in precisely the same manner as were the bottles 10 in the previous battery 11,,. This continues throughout the ship as one battery after another is filled with the cargo mixture.
  • the detection device 28 in the last battery has the additional function of closing the valve 45 so that the cushion gas exits through the header 42.
  • the header 42 may direct the cushion gas to the next ship immediately, or if no other ship is yet ready to receive it the cushion gas may go to storage facilities on shore or to flare.
  • the flexible conduits 35, 36 and 37 are attached to the coupling means 56, 57 and 58 of the headers 59, 60 and 61 respectively.
  • the header 6-1 communicates with a source of displacement gas, the choice of which is similar in all respects to that of the cushion gas used in the loading process.
  • This displacement gas is at [a pressure somewhat higher than that of the cargo mixture in the ship. All the valves 29 to 3.1 and 62 to 64 are initially opened, together with the first and third valves 21,, and 26, in the first battery 11,,.
  • the displacement gas proceeds into the ship through the third main header 25 and the third valve 26 into the first battery 11,,. It then forces its way through the second sub-header 1 8,, and into each of the bottles through their respective second access conduits 13,,.
  • the displacement gas enters the bottles 10,, at the top region thereof in this manner at a regulated rate because of the flow control exerted by the constrictions the denser cargo is forced out the bottom of the bottles 10,, through their respective first access conduits .12,,.
  • the cargo mixture proceeds through the first sub-header 17 through the open first valve 21,, and down the first main header 20, so that it exits from the ship through the header 59 in the shore facilities where suitable back pressure is maintained to prevent its decompression.
  • the interface between the displacement gas and the cargo mixture arrives at the detection device 27,, adjacent the first valve 21 and in response thereto the third valve 26 and first valve 21 are closed and the third valve 26,, and first valve 21,,
  • the second valve 23, is opened to allow the displacement gas to expand out the bottom of the bottle 10 in the first battery 11,, through the respective first access conduits 12,,, the first sub-header 17 the second valve 23 the second main header 22, the valves 30 and 63, and the header 60.
  • the displacement gas continues to flow out until the pressure in the first battery 11, is reduced to the desired level for the return voyage, perhaps 100 to 300 p.s.i.g.
  • FIGURE 3 SYSTEM
  • FIGS. 3 and 3A a system is shown which is similar in principle to that of FIGS. 2 and 2A except that in the unloading procedure it provides for removal of the displacement gas at full pressure without expanding it out of the ship after the successive batteries are emptied. Only the unloading operation in the FIGS. 3 and 3A system differs from what has been described previously in regard to FIGS. 2 and 2A, and not the loading operation. Therefore, everything said previously in regard to the loading procedure applies by reference here, and primed reference numerals are used to designate all those elements of the loading means in FIG. 3 which are identical in form and function to their counterparts in FIG. 2.
  • FIG. 3 there are certain elements not designated by primed reference numerals which are included in the system for use during unloading and it is to be understood that they have no function whatsoever during loading, the valves among them all being closed during loading operation.
  • a fourth main header 70 interconnecting all of the first sub-headers 17 to 17,, through respective fourth valves 71 to 71, 21 fifth main header 72 interconnecting all of the second sub-headers 18 to 18,, through respective fifth valves 73,, to 73,,; a sixth main header 74 interconnecting all of the second sub-headers 18,, to 18,, through respective sixth valves 75,, to 75 valves 77, 78 and 79, coupling means 80, 81 and 82, and flexible conduits 83, 84 and 85 associated with the four, fifth and sixth main headers respectively; flow-controlling constrictions 87 to 87 in the first access conduits 12,, to 12,, of the respective batteries of bottles; and detection means 88, to 88, and 89,, to 89 adjacent
  • valves 96, 97, 98, 99, and 101 designed to actuate various of the valves in response and equipped with valves 96, 97, 98, 99, and 101 and coupling means 102, 103, 104, 105, 106 and 107 respectively, with a by-pass conduit 108 and by-pass valve 109 connecting the headers 91 and 92.
  • a chilled displacement liquid having a low vapor pressure such as methanol, acetone, calcium chloride, brine, or heavy naphtha.
  • a low vapor pressure such as methanol, acetone, calcium chloride, brine, or heavy naphtha.
  • the latter is particularly advantageou and will serve as an illustrative liquid displacement medium in the following description of the operation of this system.
  • a lowpressure scavenging gas which may be similar in composi tion to the cargo mixture but perhaps somewhat lighter, in a manner discussed hereinbelow.
  • conduits 83, 84, 85, 35', 36 and 37" are connected to coupling means 102, 103, 104, 105, 106 and 107 respectively on the shore facilities shown in FIG. 3A.
  • The. header 91 transmits to the ship a lean high-pressure displacement gas which i may 'be close to the operating temperature of the cargo mixture since it will remain at fairly constant pressure throughout the unloading cycle.
  • the fourth and fifth valves 71 and 73 are opened, and
  • the displacement gas passes through the header 91 into the fifth main header 72, where it enters the second sub-header 18,, through the fifth valve 73 From the second subheader 18,, the displacement gas passes through the various second access conduits 13, and into all of the bottles of the first battery 11 at the top thereof. This forces the cargo mixture out the bottom of the bottles through the second access conduits 12,, with the flow rate of the displacement gas controlled by the respective constrictions 15,, so that all of the bottles 10 are emptied of cargo substantially simultaneously. As the cargo mixture is removed from the bottles in this manner, it passes from the first sub-header 17 through the fourth valve 71,, and along the main header 70 to the header 90 in the shore facilities Where it is confronted by suificient back pressure to prevent decompression.
  • the fourth valve 71 and the fifth valve 73 are closed to entrap the displacement gas momentarily in the first battery.
  • the sensing device 88 automatically opens the first and fifth valves 21,, and 73 Liquid naphtha pumped into the header 93 in the shore facilities therefore begins to flow through the first main header and into the first battery 11 through the first valve 21,, and the first sub-header 17,,,'.
  • the naphtha enters the bottom region of the bottles 10, in the first battery thereof through the second access conduits 12 to force the displacement gas out of the top of the bottles through the second acces conduits 13
  • the constrictions 87 in the respective bottles control the entry of naphtha so that all of the bottles are emptied of displacement gas at substantially the same time.
  • the displacement gas is forced from the second sub-header 18 through the fifth valve 75 and into the sixth main header 74. It then proceeds into the header 92 in the shore facilitie where the greater portion of it is directed through the bypass conduit 108 and back into the ship through the header 91. and the fifth main header 72. Since the fifth valve 73 in the second battery 11 was previously opened, the displacement gas enters all of the bottles 1% of the second battery in precisely the same manner as it had entered the bottles of the first battery.
  • the liquid naphtha pushes the displacement gas and the latter in turn pushes the cargo from one battery of bottles to the next to remove all of the cargo mixture from the ship.
  • Flow rates may be adjusted so that the cargo mixture has been pushed out of a given battery of bottles at the same time that the displacement gas has been pushed out of the previous battery of bottles by the liquid naphtha.
  • the interface of naphtha and displacement gas reaches the detection device 89, adjacent the sixth valve 75 in the first battery causing it to close the sixth valve 75 and the fifth valve 73 in the next battery, the interface of displacement gas and cargo mixture should have just arrived at the detection device 88 in the next battery. For this reason one detection device in each battery may be made to actuate the valves instead of employing the two detection devices shown.
  • a low pressure scavenging gas chosen with the same standard as the cushion and displacement gases mentioned previously, enters the ship from the header 95 through the third main header 25 and into the second sub-header 18 to the upper regions of the respective bottles 10,,
  • the rate of flow of the scavenging gas into the bottles 10, should be such that the naphtha is removed from all of the bottles in the battery 11,, substantially simultaneously and also at about the same time the displacement gas is emptied from the next battery 11,, and the cargo mixture is emptied from the battery after that.
  • the detection devices 89 or the one in the third battery (not shown) corresponding to the devices 88 and 88 may be used to close the second and third valves 23,, and 26,, and to open corresponding valves 23;, and 26 so that the scavenging gas will proceed to empty the naphtha from the next battery 11 From this description of the mannet in which the detecting devices function, it should be apparent that yet another series of them may be located adjacent the second valves 23,, if desired.
  • the fiow to the individual bottles is controlled primarily by constrictions 15 and 15 and the corresponding constrictions in the next battery.
  • the pressure drop through the constrictions 87 and 87 and the corresponding constrictions in the next battery is relatively low at this time.
  • the naphtha As the naphtha leaves the ship it may be reprocessed and pumped back to high pressure to be returned to the same or the next ship through the header 93 to push displacement gas and cargo mixture out of another battery.
  • a problem to be guarded against is admixture of any of the displacement gas into the liquid naphtha as a result of contact between the two fluids at the interface thereof.
  • the pressure is subsequently released so that the naphtha may be pushed from the ship with low-pressure scavenging gas, any substantial amount of the displacement gas previously dissolved in the naphtha may flash in the bottles and drop the temperature to a dangerously low level. In order to prevent this it may be desirable to bring the naphtha into the ship at a somewhat higher temperature than the cargo mixture.
  • a small additional amount of naphtha may be sent into the bottles to push out that portion of the naphtha at the top of the bottles which may have been contaminated with an admixture of the displacement gas. This is done before the pressure of the naphtha is released so that the admixture moves out of the ship with the displacement gas rather than with the liquid naphtha.
  • FIGURE 4 SYSTEM
  • the hydrocarbon cargo mixture is loaded and unloaded by use of a liquid medium instead of a gas as in the previous systems.
  • the various liquids mentioned previously in regard to the system of FIGS. 3 and 3A may be used here, but again naphtha is employed for illustrative purposes because it is particularly advantageous.
  • the system of FIGS. 4 and 4A is particularly suited to the transportation of relatively lean cargo mixtures at temperatures above its critical point B and particularly above its cricondenbar point C in the operating state shown in FIG. 1.
  • the cargo mixture is much less dense under such conditions than when its temperature is below the critical point B and for that reason there is too great a tendency for the cargo mixture to admix with cushion or displacement gases in direct contact with it as in the systems of FIGS. 2 and 2A or 3 and 3A. Therefore, the FIGS. 4 and 4A system contacts the less refrigerated, and therefore less dense, cargo mixture only with displacement and cushion liquids throughout all the steps of loading and unloading.
  • Bottles 120, to 120, are arranged in batteries 121 to 121,, throughout the ship.
  • the bottles are connected by first and second access conduits 122,, to 122,, and 123,, to 123,, to first and second sub-headers 124,, to 124,, and 125 to 125,,.
  • Constrictions 126,, to 126, are located in each of the respective second access conduits 123 to 123,,.
  • a first main header 128 is connected to the various second sub-headers 125,, to 125,, by first valves 129,, to 129,, associated with detection devices 130 to 130,
  • a second main header 131 is connected to the various first sub-headers 124 to 124 by second valves 132,, to 132,,
  • a third main header 133 is connected to the various first sub-headers 124,, to 124,, by respective third valves 134,, to 134,,.
  • a fourth main header 135 is connected to the various second sub-headers 125,, to 125,, by respective fourth valves 136 to 136,, associated with detection devices 137 to 137,,.
  • All of the headers 128, 131, 133 and 135 terminate with valves 138, 139, 140 and 141 respectively, together with coupling means 142, 143, 144, 145 by which respective conduits 146, 147, 148 and 149 may be connected to the shore facilities.
  • headers 151, 152, 153 and 154 terminate in valves 155, 156, 157 and 158 respectively, together with coupling means 160, 161, 162 and 163 adapted to receive the respective conduits 146, 147, 148 and 149.
  • Headers 152 and 153 are interconnected by a by-pass conduit 164 contacting a by-pass valve 165. They also include valves 166 and 167 respectively on the side of the by-pass conduit 164 remote from the ship and a pressure control valve 168 in the header 153 closer to the ship.
  • the shore facilities comprise headers 169, 170, 171, and 172 associated with valves 173, 174, 175 and 176, together with coupling means 177, 178, 179 and 180 adapted to be connected to the respective conduits 146, 147, 148 and 149.
  • the first step is to direct a chilled cushion liquid, i.e. naphtha in this embodiment, through the header 152 and second main header 131.
  • the cycle is commenced by opening the second valve 132,, and the fourth valve 136, in the first battery 121,.
  • the naphtha passes from the second main header 131 through the second sub-header 124 and into the bottom of each of the bottles 120,, through their respectively first access conduits 122,.
  • the residual gas originally in the bottles is expelled through the various constrictions 126, so that all of the bottles are filled with naphtha at substantially the same time.
  • the expelled residual gas passes through the second sub-header 125 and valve 136,, into the fourth main header 135, from which it passes to the header 154 in the shore facilities.
  • the second valve 132 and the fourth valve 136 are closed, and valves 129,, 134,, 132,, and 136,, are opened.
  • the cargo mixture then 12 enters from the header 151 through the first main header 128 and the first valve 129 to fill each of the bottles 120,, from the second sub-header 125,.
  • the liquid naphtha is forced outthe bottom of each bottle through the respective first access conduits 122,, through the valve 134,, and along the third main header 133 to the header 153 in the shore facilities. Since the valve 167 in the header 153 is closed, the displaced naphtha enters the by-pass conduit 164 and returns to the ship from the header 152 to the second main header 131. From there, it passes,
  • the flow rate of the various fluids is preferably controlled by the constrictions 126,, to 126,, that, for example, all of the bottles 120 are filled with the cargo mixture at the same time all of the bottles 120,, of the secondary battery are filled with liquid naphtha.
  • additional detection devices may be employed in a manner which should be clear from the discussion of the previous system. This process continues until the last battery 121,, of bottles 120, is filled with the cargo mixture, and at that point the detection device 137, in the last battery closes the valve and opens the valve 167 in the shore facilities so that the liquid naphtha proceeds out the header 153 to the next ship or to storage instead of being cycled back into the second main header 131. After the couplings 160 to 163 have been disconnected, the ship proceeds on its delivery voyage with all the bottles filled with the cargo mixture and all of the shipboard valves closed.
  • conduits 146 to 149 are connected to the coupling means 177 to 180 of the headers 169 to 172 on the shore facilities.
  • the valves 138 to 141 and 173 to 176 are first opened. Then, the third.
  • valve 134, and the first valve 129, in the first battery 121, are opened. Naphtha or one of the other displacement liquids referred to previously is pumped to a pressure somewhat above that in the bottles and enters the third main header 133 through the header 171. It proceeds through the third valve 134 and the first subheader 124 into each of the bottles 120 in the first battery at the bottom thereof. This forces the cargo mixture out of the top of the bottles through their respective second access conduits 123,, and on through the second sub-header 125,, into the first main header 128. The cargo mixture passes from there to the header 169 in the shore facilities.
  • a scavenging gas such as that mentioned in regard to FIG. 3A enters from the header 172 on the shore facilities along the fourth main header 135 through the fourth valve 136,, and the second sub-header 125 into each of the bottles 120 at the top thereof. This forces the liquid naphthaout of the bottom of the bottles through the first sub-header 124,, and the second valve 132,. The naphtha then proceeds along the second main header 131 to the header in the shore facilities.
  • the rate of flow is preferably controlled by the constrictions 126 to 126 so that, for example, the cargo is forced out of the bottles 12% of the second battery 121 at the same time the naphtha is forced out of the bottles 120 of the first battery 121,, by the scavenging gas, so that the detection devices 130 to 130 suflice to operate all the valves in the proper sequence.
  • additional detection devices may be located adjacent the second valves 132,, to 132 to divide the actuation of the valves in a manner which should be apparent from the description of the previous systems. Unloading proceeds in this manner until all of the bottles are emptied of the cargo mixture and displacement liquid and only residual scavenging gas remains in the ship.
  • a method of handling the mixture in a plurality of pressure vessel means in series which comprises:
  • a method of handling the mixture in a multiplicity of batteries of pressure vessels, said batteries being in series and each containing a plurality of said vessels in parallel which comprises:
  • displacement gas is removed by expanding the greater part of the displacement gas in succession from each battery through the lower region of all the vessels thereof.
  • a method of unloading the mixture from a multiplicity of batteries of pressure vessels, said batteries being in series and each containing a plurality of said vessels in parallel which comprises:

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Loading And Unloading Of Fuel Tanks Or Ships (AREA)
US332204A 1963-12-20 1963-12-20 Method of handling natural gas Expired - Lifetime US3293011A (en)

Priority Applications (10)

Application Number Priority Date Filing Date Title
CA788175A CA788175A (en) 1963-12-20 Method and apparatus for handling natural gas
US332204A US3293011A (en) 1963-12-20 1963-12-20 Method of handling natural gas
GB51002/64A GB1032080A (en) 1963-12-20 1964-12-15 Improvements in method and apparatus for handling natural gas
FR998910A FR1434964A (fr) 1963-12-20 1964-12-16 Procédé et appareil de manutention du gaz naturel
NL6414758A NL6414758A (de) 1963-12-20 1964-12-17
CH1630764A CH502548A (fr) 1963-12-20 1964-12-17 Procédé pour remplir successivement d'un mélange naturel contenant des hydrocarbures plusieurs récipients
SE15353/64A SE305459B (de) 1963-12-20 1964-12-18
NO156060A NO120374B (de) 1963-12-20 1964-12-19
ES0307311A ES307311A1 (es) 1963-12-20 1964-12-19 Un metodo de manipular en una pluralidad de recipientes a presion una mezcla de hidrocarburos gaseosos naturales para su almacenaje
AT1080764A AT255982B (de) 1963-12-20 1964-12-21 Verfahren und Vorrichtung zur Handhabung eines Erdgas-Kohlenwasserstoffgemisches

Applications Claiming Priority (1)

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US332204A US3293011A (en) 1963-12-20 1963-12-20 Method of handling natural gas

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US3293011A true US3293011A (en) 1966-12-20

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US332204A Expired - Lifetime US3293011A (en) 1963-12-20 1963-12-20 Method of handling natural gas

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US (1) US3293011A (de)
AT (1) AT255982B (de)
CA (1) CA788175A (de)
CH (1) CH502548A (de)
ES (1) ES307311A1 (de)
FR (1) FR1434964A (de)
GB (1) GB1032080A (de)
NL (1) NL6414758A (de)
NO (1) NO120374B (de)
SE (1) SE305459B (de)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3544289A (en) * 1967-08-21 1970-12-01 Vehoc Corp Fluid control system for liquid storage apparatus
US4139019A (en) * 1976-01-22 1979-02-13 Texas Gas Transport Company Method and system for transporting natural gas to a pipeline
US4213476A (en) * 1979-02-12 1980-07-22 Texas Gas Transport Company Method and system for producing and transporting natural gas
US4446804A (en) * 1980-07-08 1984-05-08 Moss Rosenberg Verft A/S Method of transporting oil and gas under high pressure in tanks on board a ship
US4483376A (en) * 1982-09-07 1984-11-20 Bresie Don A Natural gas loading station
US5803005A (en) * 1995-10-30 1998-09-08 Enron Lng Development Corp. Ship based system for compressed natural gas transport
US6112528A (en) * 1998-12-18 2000-09-05 Exxonmobil Upstream Research Company Process for unloading pressurized liquefied natural gas from containers
JP2001502775A (ja) * 1996-10-01 2001-02-27 エンロン エルエヌジー ディベロップメント コーポレイション 船に配備されるガス輸送システム
US6202707B1 (en) 1998-12-18 2001-03-20 Exxonmobil Upstream Research Company Method for displacing pressurized liquefied gas from containers
US6237347B1 (en) 1999-03-31 2001-05-29 Exxonmobil Upstream Research Company Method for loading pressurized liquefied natural gas into containers
US6257017B1 (en) 1998-12-18 2001-07-10 Exxonmobil Upstream Research Company Process for producing a displacement gas to unload pressurized liquefied gas from containers
US20080209918A1 (en) * 2007-03-02 2008-09-04 Enersea Transport Llc Storing, transporting and handling compressed fluids
WO2014202663A1 (de) * 2013-06-21 2014-12-24 Wwv Holding Gmbh Gascontainer mit mehreren druckbehältern
WO2022122982A1 (fr) * 2020-12-10 2022-06-16 Gaztransport Et Technigaz Procédés de mise sous gaz et d'essais gaz dans une installation de stockage de gaz liquéfié

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Publication number Priority date Publication date Assignee Title
CN109488875B (zh) * 2018-11-09 2020-11-20 中国科学院合肥物质科学研究院 Ftir在线监测仪器的液氮自动加注系统及其控制方法

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US2972873A (en) * 1959-01-02 1961-02-28 Exxon Research Engineering Co System for loading and unloading liquefied gases from tankers
US2983409A (en) * 1958-07-02 1961-05-09 Conch Int Methane Ltd Means for the storage and transportation of a liquefied gas

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US2983409A (en) * 1958-07-02 1961-05-09 Conch Int Methane Ltd Means for the storage and transportation of a liquefied gas
US2972873A (en) * 1959-01-02 1961-02-28 Exxon Research Engineering Co System for loading and unloading liquefied gases from tankers

Cited By (28)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3544289A (en) * 1967-08-21 1970-12-01 Vehoc Corp Fluid control system for liquid storage apparatus
US4139019A (en) * 1976-01-22 1979-02-13 Texas Gas Transport Company Method and system for transporting natural gas to a pipeline
US4213476A (en) * 1979-02-12 1980-07-22 Texas Gas Transport Company Method and system for producing and transporting natural gas
DE2946197A1 (de) * 1979-02-12 1980-08-21 Texas Gas Transport Verfahren und vorrichtung zur erzeugung und zum transport von erdgas
US4446804A (en) * 1980-07-08 1984-05-08 Moss Rosenberg Verft A/S Method of transporting oil and gas under high pressure in tanks on board a ship
EP0056037B1 (de) * 1980-07-08 1986-01-08 Moss Rosenberg Verft A/S Verfahren zum transportieren von öl und gas unter hochdruk in behältern an bord eines schiffes
US4483376A (en) * 1982-09-07 1984-11-20 Bresie Don A Natural gas loading station
US5803005A (en) * 1995-10-30 1998-09-08 Enron Lng Development Corp. Ship based system for compressed natural gas transport
JP4927239B2 (ja) * 1995-10-30 2012-05-09 シー エヌジー コーポレイション 圧縮された天然ガスの船舶による輸送システム
JP2001502775A (ja) * 1996-10-01 2001-02-27 エンロン エルエヌジー ディベロップメント コーポレイション 船に配備されるガス輸送システム
EP1144904A4 (de) * 1998-12-18 2005-11-09 Exxonmobil Upstream Res Co Verfahren zur entladung von unter druck stehendem verflüssigtem erdgas
US6257017B1 (en) 1998-12-18 2001-07-10 Exxonmobil Upstream Research Company Process for producing a displacement gas to unload pressurized liquefied gas from containers
JP2002532669A (ja) * 1998-12-18 2002-10-02 エクソンモービル アップストリーム リサーチ カンパニー コンテナからの圧縮液化ガスの置換方法
US6202707B1 (en) 1998-12-18 2001-03-20 Exxonmobil Upstream Research Company Method for displacing pressurized liquefied gas from containers
EP1144905A4 (de) * 1998-12-18 2005-11-09 Exxonmobil Upstream Res Co Verfahren zur entladung von unter druck stehendem flüssiggas aus containern
US6112528A (en) * 1998-12-18 2000-09-05 Exxonmobil Upstream Research Company Process for unloading pressurized liquefied natural gas from containers
US6237347B1 (en) 1999-03-31 2001-05-29 Exxonmobil Upstream Research Company Method for loading pressurized liquefied natural gas into containers
JP2010520420A (ja) * 2007-03-02 2010-06-10 エナシー トランスポート エルエルシー 圧縮流体の格納容器への流し込み及び流し出しのための装置及び方法
WO2008109011A3 (en) * 2007-03-02 2010-01-07 Enersea Transport Llc Apparatus and method for flowing compressed fluids into and out of containment
US20080209916A1 (en) * 2007-03-02 2008-09-04 Enersea Transport Llc Apparatus and method for flowing compressed fluids into and out of containment
US20080209918A1 (en) * 2007-03-02 2008-09-04 Enersea Transport Llc Storing, transporting and handling compressed fluids
US8281820B2 (en) 2007-03-02 2012-10-09 Enersea Transport Llc Apparatus and method for flowing compressed fluids into and out of containment
JP2013213587A (ja) * 2007-03-02 2013-10-17 Enersea Transport Llc 圧縮流体の格納容器への流し込み及び流し出しのための装置及び方法
US8607830B2 (en) 2007-03-02 2013-12-17 Enersea Transport Llc Apparatus and method for flowing compressed fluids into and out of containment
US9033178B2 (en) 2007-03-02 2015-05-19 Enersea Transport Llc Storing, transporting and handling compressed fluids
WO2014202663A1 (de) * 2013-06-21 2014-12-24 Wwv Holding Gmbh Gascontainer mit mehreren druckbehältern
WO2022122982A1 (fr) * 2020-12-10 2022-06-16 Gaztransport Et Technigaz Procédés de mise sous gaz et d'essais gaz dans une installation de stockage de gaz liquéfié
FR3117572A1 (fr) * 2020-12-10 2022-06-17 Gaztransport Et Technigaz Procedes de mise sous gaz et d’essais gaz dans une installation de stockage de gaz liquefie

Also Published As

Publication number Publication date
AT255982B (de) 1967-07-25
FR1434964A (fr) 1966-04-15
CA788175A (en) 1968-06-25
NL6414758A (de) 1965-06-21
CH502548A (fr) 1971-01-31
SE305459B (de) 1968-10-28
GB1032080A (en) 1966-06-08
ES307311A1 (es) 1965-05-16
NO120374B (de) 1970-10-12

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