JP2017036014A - Ocean floating body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an ocean floating body structure which can shorten a construction period and for which change of design is easy even in the middle of design phase.SOLUTION: In an ocean floating body structure, multiple tank unit modules 200 are provided between a bow section module 100 and a stern section module 300. Production facilities can be installed on the upper deck of each tank unit module 200. The width and the depth of the bow section module 100, the stern section module 300 and the multiple tank unit modules 200 are common. The bow section module 100, the stern section module 300 and the multiple tank unit modules 200 are designed individually and they are constituted by putting together.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an offshore floating structure that is a hull portion of an FPSO (floating production storage and loading facility).

  FPSO is a facility that can produce oil and gas offshore and store the produced crude oil in a tank and load it into a tanker. Unlike a tanker, FPSO is equipped with a tank for storing crude oil. Production equipment will be installed on the deck. This production equipment is equipped with various equipment such as gas separation equipment, dehydration equipment, metering equipment, power generation equipment, etc., and is designed according to the characteristics of the oil well and installed after the hull is manufactured. The details are often undecided. Therefore, if the design of the hull is performed after the requirements for the production equipment for each project are finalized, as a result, the manufacturing of the hull is not in time for the installation of the production equipment, and the entire construction period of the FPSO becomes longer. Occurs.

  On the other hand, Patent Document 1 proposes a construction method in which a hull is divided into a bow part, a hull center part, and a stern part and constructed separately and joined together to complete the hull. When this method is applied to FPSO, it is possible to proceed with the construction of the bow portion and the stern portion prior to the design and construction of the center portion of the hull where the production equipment is mounted. That is, by preceding the construction of the stern portion having a complicated structure, it is possible to prevent the overall design and construction period of the FPSO from being prolonged even if the construction start time of the center portion of the hull is delayed. However, the equipment that can be installed is limited depending on the size of the area on the upper deck, so if the specifications of the production equipment are changed during the design stage and it is required to expand the production equipment, this requirement will be met. It is difficult.

JP 2014-121920 A

  An object of the present invention is to provide an offshore floating structure that can shorten a construction period including a design period and can be easily changed even in the middle of a design stage.

  The offshore floating structure according to the present invention includes a bow module, a stern module, a plurality of tank modules that are provided between the bow module and the stern module, and on which the production equipment can be installed on the upper deck. The bow module, the stern module, and the plurality of tank modules have the same width and depth, and are configured by combining the bow module, the stern module, and the plurality of tank modules. It is characterized by.

  It is preferable that the number of the tank module can be changed. The number of cargo tanks included in the bow module, stern module, and tank module along the ship length is, for example, 4 or more and 8 or less. The length of the tank module is preferably 87% or less of the width when the tank module has four vertical partition walls, and the tank module has three vertical partition walls. If it is, it is preferably 68% or less of the width. One of the plurality of tank module may be configured to be equipped with a turret. In addition, if it is in this range, the length of each tank part module does not necessarily need to be unified. As a result, it is possible to meet more detailed requirements that cannot be met by the requirements of the tank capacity and production equipment by changing the number of tanks.

For example, a residential area is provided on the upper deck of the stern module.
The bow module may include a support structure for mounting the external turret.

  It is preferable that the lower part of the stern module has a streamline shape in which a lower portion is narrowed toward the rear. As the shape of the outer surface of the stern module, the upper region connected to the side wall extending vertically downward from the edge of the upper deck, the lower region connected to the bottom, and the middle formed between the upper region and the lower region It is preferable that the inclination angle of the intermediate region is smaller than that of the upper region and the lower region. The intermediate region is constituted by a ruled surface, for example. In the intermediate region, a portion close to the rear end portion may be configured by a developable surface, and a portion close to the center portion may be configured by a twisted surface. The upper region may be configured to have an inclined surface in which the inclination angle becomes smaller toward the rear end. Further, the upper region is constituted by a ruled surface, for example. The lower region may be composed of a ruled surface except for the bilge portion.

  According to the present invention, it is possible to shorten the construction period, and it is possible to obtain an offshore floating structure that can be easily changed even during the design stage.

It is a side view which shows arrangement | positioning of each module of the offshore floating body structure which is one Embodiment of this invention. It is a top view which shows arrangement | positioning of each module of the offshore floating structure shown in FIG. It is a cross-sectional view of a tank part module. It is a figure which shows the vertical bending moment distribution which acts on an offshore floating structure when the number of the ship tank direction of a cargo tank is set to 7. It is a figure which shows the vertical bending moment distribution which acts on an offshore floating body structure when the number of the ship tank direction of a cargo tank is set to four. It is a side view which shows an example of FPSO to which the offshore floating body structure which is one Embodiment of this invention is applied. It is a top view of FPSO shown in FIG. It is a side view which shows the other example of FPSO to which the offshore floating body structure which is one Embodiment of this invention is applied. It is a top view of FPSO shown in FIG. It is the perspective view which looked at the front part of the offshore floating structure from diagonally downward. It is a front view of the front part of an offshore floating structure. It is the perspective view which looked at the rear part of the offshore floating structure from diagonally downward. It is a front view of the rear part of an offshore floating structure.

Hereinafter, the structure of the offshore floating structure according to the present invention will be described with reference to the illustrated embodiments.
As shown in FIGS. 1 and 2, the hull of an offshore floating structure has a bow module 100, a plurality of tank modules 200, a stern module 300, and a residential area 400. The tank module 200 is provided between the bow module 100 and the stern module 300, and is configured by combining the bow module 100, the stern module 300, and the tank module 200. The number of the tank module 200 can be changed, and is 5 in FIGS. 1 (a) and 2 (a), 4 in FIGS. 1 (b) and 2 (b), FIG. 1 (c) and FIG. ) And 3 in FIGS. 1 (d) and 2 (d). The bow module 100, the stern module 300, and the tank module 200 are individually designed. For example, the bow module 100 and the stern module 300 are designed in advance, and the tank module 200 is designed in accordance with the bow. It may not be completed even after the construction of the section module 100 and the stern section module 300 is started.

  The bow module 100 has a bow 110 and a bow tank 120, which are delimited by a partition wall 130. The bow tank 120 is partitioned by four longitudinal partition walls 121 extending in the captain direction. That is, a center cargo tank 122 is provided at the center of the bow tank 120, and wing cargo tanks 123 are provided on both sides thereof. These cargo tanks 122 and 123 are provided for storing crude oil. A side tank 124 is provided outside the wing cargo tank 123.

  The stern module 300 includes a stern part 310 and a stern tank 320, which are partitioned by a partition wall 330. The stern tank 320 is partitioned by a longitudinal partition 321 extending in the ship length direction. That is, a center cargo tank 322 is provided at the center of the stern tank 320, and a wing cargo tank 323 and a slop tank 324 are provided on both sides thereof. The cargo tanks 322 and 323 are used not only for storing crude oil but also for storing liquid discharged from the production equipment module 500 described later. The slop tank 324 is provided to store the oily liquid generated by the washing of the cargo tank and the drain and bilge from the upper deck and the top side area. A pump chamber 340 is provided behind the center cargo tank 322 and the slop tank 324. A side tank 325 is provided outside the wing cargo tank 323 and the slop tank 324.

  The plurality of tank unit modules 200 are partitioned by a partition wall 201. Each tank module 200 is partitioned by four longitudinal partition walls 202 as shown in FIG. That is, a center cargo tank 203 is provided at the center of the tank module 200, and wing cargo tanks 204 are provided on both sides thereof. These cargo tanks 203 and 204 are provided for storing crude oil. A side tank 205 is formed outside the wing cargo tank 204. A production equipment module 500 (see FIGS. 6 and 7) can be placed on the upper deck 206 as described later.

  The number of cargo tanks along the ship length direction of the cargo tank included in the bow module 100, the tank module 200, and the stern module 300 is 8 or less. In the example of FIGS. 1A and 2A, the cargo tank of the bow tank 120 is 1, the cargo tank of the tank module 200 is 5, and the cargo tank of the stern tank 320 is 1, so the captain of the cargo tank. The total number of directions is seven. The total number of cargo tanks in the length direction is 6 in the examples of FIGS. 1 (b) and 2 (b), 5 in the examples of FIGS. 1 (c) and 2 (c), FIG. 1 (d) and FIG. In the example of (d), it is 4.

  If the number of cargo tanks in the length direction is 3 or less, the number of cargo tanks in the entire floating body structure is 9 or less. For example, when one cargo tank is damaged and oil flows out, the floating structure About 10% or more of the cargo loading capacity of the entire product has flowed out, which is insufficient as a countermeasure against the risk of spillage. Therefore, the number of cargo tanks in the ship length direction is preferably 4 or more. In addition, in order to ensure the restoring force of the offshore floating structure when the cargo tank is damaged, it is preferable that the size of each cargo tank is small. From this viewpoint, the number of cargo tanks in the ship length direction is It is preferably 4 or more.

  Here, the number of cargo tanks in the direction of the length of the tank is the smallest of the number of tanks in the direction of the length among the wing cargo tank and the center cargo tank in each of the tank module 200, the bow tank 120 and the stern tank 320. The total number of the floating structures on the ocean. For example, even in the case of a tank module in which some wing cargo tanks 204 are provided with partition walls (see FIG. 2) that are divided on the way to store liquids having different components, Counts one.

  In the case of a structure having four longitudinal partition walls 202 as shown in FIG. 3, the length of the tank module 200 is preferably 87% or less of the width. For example, when the width is 58 m, the length is preferably 50 m or less. With such a configuration, while ensuring a certain cargo volume, it is possible to suppress the risk of the stored oil spilling out when the cargo tank is damaged, and to ensure restoration performance. Furthermore, if the width is made smaller, such as 78% or 70% or less, the risk of spilling cargo oil can be further suppressed, the restoring force can be secured, and the hull structure can be made more environmentally and safety-conscious. . Further, since the volume and length of one tank module 200 are small, it becomes easier to meet the demands of production facilities. Unlike FIG. 3, the number of the longitudinal partition walls 202 in one tank module 200 can be three. In this case, the length of the tank module 200 is 68% or less of the width. It is preferable to do. Furthermore, if it is made smaller such as 61% or 52% or less of the width, the same effect as described above can be obtained.

  On the other hand, the larger the number of cargo tanks, the more advantageous in terms of volume, the number of production facilities that can be mounted, and the risk of spillage, but the elongated shape increases the longitudinal bending moment, which is not preferable in terms of strength performance. It is desirable that the number in the captain direction is 8 or less at the maximum. In the illustrated example, the number of cargo tanks is seven.

  The tank section module 200 has the same cross-sectional shape, and the width, depth, and cross-sectional shape thereof are the same as the joint cross-section of the bow module 100 and the stern module 300. That is, the width, depth, and cross-sectional shape are common in the joining cross section of the bow module 100, the stern module 300, and the plurality of tank modules 200, and the bow module 100 and the stern module 300 are respectively the tank module 200. The tank module 200 can be easily joined together. In addition, the length of each tank part module 200 may be common, and may differ as needed.

  Since the offshore floating structure does not place importance on propulsion performance, it is not necessary to pursue a hydrodynamically optimal hull shape even if the number of tank modules is different and the size of the hull is different. Further, load conditions such as longitudinal bending moment and shear force acting on the bow module 100 and the stern module 300 do not depend on the cargo load and production equipment of the offshore floating structure, and refer to FIG. 4 and FIG. As will be described later, it is substantially constant. Accordingly, the bow module 100 and the stern module 300 need not be designed for each offshore floating structure, and can be used for general purposes. That is, the shape and main structure of the bow module 100 and the stern module 300 can be made common to each other, and the tank module 200 can be designed in advance and construction can be started. In particular, the stern module 300 includes high-equipment density sections such as engine rooms and residential areas that require time for construction, so that the construction of the stern module 300 can be started early in order to shorten the construction time of the offshore floating structure. It is effective. In addition, the bow module 100 and the stern module 300 can be built and stocked in advance, thereby further shortening the construction time.

  The stern module 300 may be equipped with a propulsion system for self-propulsion. According to such a configuration, it is possible to ensure safety when moving to the production site and shorten the movement time, and it is possible to shorten the construction period until the offshore floating structure can start production.

  4 and FIG. 5, respectively, when the number of cargo tanks in the length direction is 7 (the number of tank module 200 is 5), and the number of cargo tanks in the length direction is 4 (the number of tank modules 200 is 2). ), The vertical bending moment distribution acting on the offshore floating structure is shown. The vertical bending moment (symbol M1) acting on the tank module 200 when the number of cargo tanks is 7 is the vertical bending moment (symbol M2) acting on the tank module 200 when the number of cargo tanks is 4. Obviously bigger than. On the other hand, the longitudinal bending moment (symbol M3) acting on the bow module 100 when the number of cargo tanks is 7 and the longitudinal bending acting on the bow module 100 when the number of cargo tanks is 4. The moment (symbol M4) is substantially constant. The vertical bending moment (reference M5) acting on the stern module 300 when the number of cargo tanks is seven and the vertical bending moment (reference M6) acting on the stern modules 300 when the number of cargo tanks is four. ) Is also substantially constant. Accordingly, as described above, the bow module 100 and the stern module 300 can share the main structure.

  On the other hand, the longitudinal bending moment of the tank module 200 varies greatly depending on its length. Therefore, as an optimal design method of the structure of the tank module 200, for example, when the number of cargo tanks in the length direction of the cargo tank is 7, the tank section module 200 in the center portion in the length direction of the tank is bent vertically (see FIG. 4). Design to withstand. According to such a design, sufficient strength performance is obtained even when the number of tank unit modules 200 is reduced. When designing the number of tanks in the captain direction to be 7 or less, The time required for the design can be minimized. In addition, the tank module 200 can be built and stocked in advance, and the construction period of the offshore floating structure can be shortened. In this case, not only the width, depth, and cross-sectional shape of all the tank module 200 are made common, but also the main structural members can be basically shared. By mass-producing the same module, Further, it is possible to easily improve the construction efficiency and divert the module. Therefore, it is possible to further improve the construction efficiency such as stocking the modules and joining them as necessary.

  The design time can be minimized by designing the tank unit module 200 with 7 tank bases as described above, but more preferably, depending on a plurality of bending moments according to the number of assumed tank unit modules 200. The tank unit module 200 is configured by combining these designs. Thereby, it can be set as the structure suitable for required intensity | strength, and optimization of a hull structure can be aimed at.

An example of a configuration in which the present embodiment is applied to FPSO will be described with reference to FIGS. 6 and 7.
In the bow module 100, a flare tower 140 is provided on the upper deck of the bow tank 120. On the outer surface of both side walls of the bow tank 120, a device for retracting the mooring chain 150 for the spread alley system is provided. This device includes a chain stopper 151 and a fair leader 152. The chain stopper 151 is provided in the vicinity of the upper deck of the side wall outer surface, and the fair leader 152 is provided in a lower portion of the side wall outer surface. On the other hand, in the stern module 300, a residential area 400 is provided on the upper deck of the stern part 310. The residential area 400 is constructed separately from the stern part 310 and placed on the stern part 310. Similar to the bow tank 120, a chain stopper 351 and a fair leader 352 for drawing a mooring chain 350 for the spread alley system are provided on the outer surfaces of both side walls of the stern tank 320.

  A riser guide 230 for supporting the riser is provided on the outer surface of the left side wall of each tank module 200. In the tank module 200, the bow tank 120, and the stern tank 320, various production equipment modules 500 are placed on each upper deck. Examples of the production equipment module 500 include gas separation equipment, dehydration equipment, metering equipment, power generation equipment, and the like. The structures of these production equipment modules 500 are individually different, and an appropriate one is selected according to the characteristics of the oil well in the sea area where the FPSO works. Most of the production equipment modules 500 are mounted on the tank module 200, but some of them may be provided on the bow tank 120 and the stern tank 320. A crane 600 is provided on a part of the tank module 200.

  Each production equipment module 500 is placed on first and second support members 510 and 520 provided on the upper deck. The first support member 510 is configured to support the production facility module 500 in a fixed manner, and the lower surface of the production facility module 500 is integrally connected to the upper surface of the first support member 510. In contrast, the second support member 520 supports the lower surface of the production equipment module 500 so as to be displaceable in the lateral direction. That is, each production equipment module 500 is fixed so as not to be displaced with respect to the first support member 510, but is slidable with respect to the second support member 520. Therefore, even if sagging or hogging occurs in the offshore floating structure due to the storage state or waves in the cargo hold, each production equipment module 500 slides with respect to the second support member 520, so that the deformation of the upper deck is caused by each production. Difficult to be transmitted to the equipment module 500. In FIG. 6, for the sake of convenience, some of the support members are shown as triangles, and the first support member 510 is painted black.

8 and 9 show another example in which the present embodiment is applied to FPSO.
In this example, in the tank module 200 adjacent to the bow tank 120, the side tank 205 is provided, but the cargo tank is not provided, and the moon pool 210 is provided. The moon pool 210 is a through hole provided to connect the turret 213 that supports the riser pipe 211 and the mooring chain 212 and extends from the upper deck of the tank module 200 to the bottom of the ship. In the tank module 200, a rod 220 used for lifting the turret 213 is provided on the upper deck. In this manner, one of all the tank module 200 may be configured to be equipped with a turret.

  The turret can be provided on the bow module 100 as an external attachment to the bow end. In this case, a support structure for mounting the external turret may be provided on the extension of the longitudinal partition wall 121 of the bow tank 120 in the bow end direction. According to such a configuration, the design change of the turret in the bow module 100 can be minimized.

  Thus, when the offshore floating structure is configured as FPSO, oil is stored in the cargo tank, and various production facilities are provided on the upper deck of the bow tank 120, each tank module 200, and the stern tank 320. A module 500 (see FIGS. 6 and 7) is placed. The storage amount of the cargo tank and the size and number of the production equipment modules 500 often change during the FPSO design. As described above, the width, depth, and cross-sectional shape of the tank module 200 are constant. Therefore, the number of the tank module 200 can be easily changed, and the design can be easily changed. There is also a demand to change the hull according to the characteristics of the oil well when moving the production site. Even in this case, the tank module 200 has already been designed and the joint surface is the same, so that it is possible to easily meet the demand for hull modification. The number of tank module 200 can be changed even after completion of FPSO.

  As described above, the offshore floating structure does not need to have a hydrodynamically optimal shape. Therefore, the shapes of the bow module 100 and the stern module 300 can be made as simple as possible to simplify the construction and to reduce the construction cost. Next, an example of the shape of the bow module 100 and the stern module 300 will be described with reference to FIGS. In the following description, the front part 11 corresponds to the bow module 100, the central part 12 corresponds to the tank module 200, and the rear part 13 corresponds to the stern module 300.

  FIG. 10 is a perspective view of the front portion 11 as viewed obliquely from below, and FIG. 11 is a front view of the front portion 11. The front portion 11 is provided continuously with the central portion 12, and the outer surface thereof is partitioned into an upper region 31, a lower region 32, and a bottom portion 33. The upper region 31 is connected to the edge of the upper deck 25 and is inclined with respect to the upper deck 25 so as to form an acute angle. The lower region 32 extends vertically downward from the upper region 31. As understood from FIG. 11, the lower region 32 is formed only by a line segment extending in the vertical direction except for the bilge portion 34, and the horizontal plane shape forms a curve whose width becomes narrower as it approaches the front end portion. That is, the lower region 32 is constituted by a developable surface and can be developed on a plane. The bottom 33 is a plane. 10 and 11, reference signs F1 to F4 indicate outlines at positions corresponding to each other.

  FIG. 12 is a perspective view of the rear portion 13 as viewed from obliquely below, and FIG. 13 is a front view of the rear portion 13. The rear part 13 is provided continuously to the central part 12, and the upper deck 25 has the same width as the central part 12. Ideally, the upper deck 25 of the rear part 13 is rectangular when viewed from above. However, actually, the planar shape of the rear portion 13 is a rectangular shape including a case where a corner is chamfered or rounded. Moreover, the rear part 13 exhibits a streamline shape in which a lower part is narrowed toward the rear side than the water line L (see FIG. 1A) at the time of movement. The outer surface of the rear portion 13 is divided into a side wall 42, an upper region 43, an intermediate region 44, a lower region 45, and a bottom 46. 12 and 13, reference signs A <b> 0 to A <b> 2 indicate outlines at positions corresponding to each other.

  The side wall 42 extends vertically downward from the edge of the upper deck 25. The upper region 43 is connected to the side wall 42 and is a torsion surface having an inclined surface whose inclination angle becomes smaller toward the rear end as indicated by the outlines A0 to A2 in FIG. That is, the upper region 43 becomes a ruled surface (developable surface or twisted surface, or a combination thereof) that can be configured only by line segments. On the other hand, the lower region 45 is connected to the bottom portion 46, and the connection portion with the bottom portion 46, that is, the bilge portion 47 is a three-dimensional curved surface close to an arc, but other than the bilge portion 47 is a ruled surface.

  The intermediate region 44 is formed between the upper region 43 and the lower region 45, the upper edge of the intermediate region 44 is connected to the upper region 43, and the lower edge of the intermediate region 44 is connected to the lower region 45. The inclination angle of the intermediate region 44 is smaller than that of the upper region 43 and the lower region 45. Further, the intermediate region 44 is formed by a developable surface in a portion close to the rear end portion (between and near the reference symbol A1 to A2 in FIG. 13), and is closer to the central portion 12 (than the reference symbol A2 in FIG. 13). The front) is constituted by a twisted surface. That is, the intermediate region 44 is represented as a line segment trajectory and is constituted by a ruled surface.

  A corner 51 that is a boundary between the upper region 43 and the intermediate region 44 is bent in a convex shape as shown in FIG. On the other hand, the corner 52, which is the boundary between the intermediate region 44 and the lower region 45, is bent into a concave shape as shown in FIG.

  As described above, in the present embodiment, the front portion 11 is configured by a flat bottom portion 33 except for the bilge portion 34, the lower region 32 of the side wall is configured as a developable surface, and the width becomes narrower toward the front end portion. ing. That is, the shape of the front portion 11 is simple, the construction cost can be suppressed, and the resistance during movement can be reduced. Furthermore, since the upper region 31 has a flare shape, the area of the upper deck 25 will be expanded, and not only will it be possible to secure space for placing production equipment, storage equipment, mooring equipment, etc. It is possible to improve the wave survivability.

  The rear portion 13 has a shape close to a hull shape below the waterline L during movement. Therefore, the resistance at the time of movement can be reduced as compared with the offshore floating structure having a box shape. By reducing the resistance, the propulsion device can be reduced in size, and thus the engine room can be made smaller, so that the storage space can be expanded by this amount. Further, since the fuel consumption during movement can be suppressed, the environmental load can be reduced and the movement cost can be reduced. Furthermore, according to the shape of the rear part 13, even if the offshore floating structure is a towed type or a self-propelled type, the needle-holding property is improved.

  Further, the upper deck 25 of the rear portion 13 has the same width as that of the central portion 12, and the upper deck 25 is expanded to the maximum width as compared with the conventional offshore floating structure whose width is reduced toward the stern end. . On the upper deck 25, a production equipment module 500, a residential area 400, mooring equipment, a lifesaving equipment, a helicopter boarding / alighting equipment, etc. are arranged. Isolated from dangerous oil storage facilities. Since the rear part 13 away from the storage facility provided in the central part 12 is a highly safe place, by securing a large area of the upper deck 25 of the rear part 13, the residential area 400 (FIG. 1) It becomes easy to arrange equipment, lifesaving equipment, and the like in the rear portion 13.

  In the upper region 43 of the rear portion 13, the rear end portion is inclined as indicated by reference numeral A 0, and the inclination angle becomes larger as the center portion 12 is approached. Such an inclination of the upper region 43 improves the wave resistance against waves during mooring and fixing. That is, the water line when mooring is fixed (during operation) is above the time of movement, for example, near the lower end of the line segment indicated by A0, but the upper region 43 is inclined, so the main body of the offshore floating structure The slamming impact can be mitigated even when the swaying or vertical movement. Moreover, since the upper area | region 43 inclines, since there exists an effect which enlarges the water surface area at the time of operation | movement, the inclination of an offshore floating body structure can be suppressed and stability can be improved.

  Further, as shown in FIG. 13, the corner 52 between the intermediate region 44 and the lower region 45 of the rear portion 13 approaches the water line L (see FIG. 1A) as it approaches the rear end. That is, the space below the intermediate region 44 is larger toward the rear end. Therefore, the hull posture trim during movement can be used as the stern trim, and the degree of submersion of the propeller can be sufficiently secured.

  Further, in the rear portion 13, the upper region 43, the intermediate region 44, the lower region 45, and the bottom portion 46, except for the bilge portion 47, are configured by flat surfaces or ruled surfaces (expandable surfaces or twisted surfaces, and combinations thereof). ing. Therefore, the shape of the rear portion 13 is simple, and the construction cost can be suppressed.

  As described above, according to the embodiment of the present invention, the bow module 100 and the stern module 300 are manufactured in advance, and the tank module 200 is designed and manufactured after the specifications of the offshore floating structure are determined. Can be done. A unitized production equipment module 500 is placed on the upper deck of the offshore floating structure, and the production equipment module 500 needs to correspond to the characteristics of the oil well. The storage capacity of the cargo tank varies depending on the purpose. Therefore, in particular, it takes time until the number and length of the tank module 200 are determined, but in this embodiment, the number of the tank module 200 can be changed. Even if the specifications change, it can respond flexibly.

  The inspection and repair of FPSO cannot be carried out in an intricate manner, and must be carried out with the tank emptied offshore. In this inspection / repair, emptying only some of the tanks may increase the stability of the offshore floating structure and the load on the hull, but in this embodiment, each tank is made as small as possible. Such a problem can be suppressed.

  In the above embodiment, the bow module 100 has the bow portion 110 and the bow tank 120, and the stern module 300 has the stern portion 310 and the stern tank 320, but the bow module 100 is only from the bow portion 110. The stern module 300 may include only the stern part 310 and may not include the stern tank 320. In other words, the bow tank 120 and the stern tank 320 may be included in the tank unit module 200, and only the bow part 110 and the stern part 310 may be constructed in advance as a common part of the offshore floating structure.

100 Bow Module 200 Tank Module 300 Stern Module 400 Residential Area 500 Production Equipment

Claims (15)

The bow module;
A stern module;
A plurality of tank module provided between the bow module and the stern module and capable of installing production equipment on the upper deck;
In the bow module, the stern module and the plurality of tank modules, the width and depth are common,
The offshore floating structure characterized in that the bow module, the stern module, and the plurality of tank modules are combined.   The offshore floating structure according to claim 1, wherein the number of the plurality of tank module is changeable.   2. The offshore floating structure according to claim 1, wherein the number of cargo tanks included in the bow module, the stern module, and the tank module along the ship length is 4 or more and 8 or less.   The offshore floating structure according to claim 1, wherein the tank module has four longitudinal partition walls, and the length of the tank module is 87% or less of the width.   The offshore floating structure according to claim 1, wherein the tank module has three longitudinal partition walls, and the length of the tank module is 68% or less of the width.   The offshore floating structure according to claim 1, wherein one of the plurality of tank module is configured to be equipped with a turret.   The offshore floating structure according to claim 1, wherein the bow module includes a support structure for mounting an external turret.   The offshore floating structure according to claim 1, wherein a living area is provided on an upper deck of the stern module.   2. The offshore floating structure according to claim 1, wherein the offshore module has a streamlined shape in which a lower portion of the stern module is narrowed rearward.   The outer surface of the stern module has an upper region connected to a side wall extending vertically downward from an edge of the upper deck, a lower region connected to the bottom, and an intermediate formed between the upper region and the lower region. The offshore floating structure according to claim 9, wherein an inclination angle of the intermediate region is smaller than that of the upper region and the lower region.   The offshore floating structure according to claim 10, wherein the intermediate region is constituted by a ruled surface.   12. The offshore floating structure according to claim 11, wherein the intermediate region is configured by a developable surface at a portion close to a rear end portion and a twisted surface at a portion close to the center portion.   The offshore floating structure according to claim 10, further comprising an inclined surface whose inclination angle decreases as the upper region approaches the rear end.   The offshore floating structure according to claim 13, wherein the upper region is constituted by a ruled surface.   The offshore floating structure according to claim 10, wherein the lower region is constituted by a ruled surface except for a bilge portion.

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