JP2019523731A - Ship equipped with a plurality of storage tanks for transporting fluids - Google Patents

Abstract

  The present invention relates to a ship, and includes a foremost storage tank, a front storage tank, an intermediate storage tank, and a rear storage tank, wherein the frontmost storage tank is a one-way fuel consumption amount of a total loading capacity of liquefied gas. The front storage tank, the intermediate storage tank, and the rear storage tank have a remaining capacity excluding the capacity of the frontmost storage tank among the total loading capacity of the liquefied gas. It is manufactured as follows.

Description

  The present invention relates to a ship.

  Recently, liquefied gas such as liquefied natural gas (LNG), liquefied petroleum gas (Liquid Petroleum Gas; LPG) and the like has been widely used in place of gasoline and diesel due to technological development.

LNG is obtained by cooling and liquefying methane obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid that has almost no pollutants and has a high calorific value. It is fuel. On the other hand, LPG is a fuel obtained by compressing a gas mainly composed of propane (C ₃ H ₈ ) and butane (C ₄ H ₁₀ ), which is produced together with oil from an oil field, into a liquid. Since LPG is colorless and odorless like LNG, it is widely used as a fuel for home use, business use, industrial use, automobile use and the like.

  Such liquefied gas is stored in a liquefied gas storage tank installed on the ground or stored in a liquefied gas storage tank provided in a transportation means for navigating the ocean. LNG has a volume of 1/600 by liquefaction. Since LPG is reduced to a volume of 1/260 for propane and 1/230 for butane by liquefaction, LPG has the advantage of high storage efficiency.

  For example, LNG is obtained by cooling natural gas to a very low temperature (approximately -163 ° C), and its volume is reduced to approximately 1/600 of that of natural gas in the gas state. Very suitable for long distance transportation.

  LNG or LPGC is carried on the sea with LNG or LPG, and LNG or LPGC is loaded and unloaded at land-based demand destinations, or a specific work is performed by floating at a certain point on the sea for purposes other than LNG transportation. For example, FSRU (Floating Storage Reregulation Unit) for storing and vaporizing LNG, FLNG (Floating Liquid Natural Gas plant, LNG-FPSO) for producing, storing and unloading LNG FPSO (Floating Production Storage Offloading), which stores, unloads, etc. includes a storage tank (also called “cargo hold”) for storing LNG or LPG.

  Such storage tanks can be classified into independent type and membrane type depending on whether the load of cargo acts directly on the heat insulating material. It is divided into NO96 type and MarkIII type, and the independent storage tank is divided into MOSS type and SPB type.

  In general, four storage tanks are installed in ships from 60K to 220K, which will be described with reference to FIGS. 1 to 3 and FIG.

  FIG. 1 is a side view for explaining a conventional ship according to a first embodiment, FIG. 2 is a cross-sectional view taken along the line AA ′ for explaining the foremost storage tank of FIG. 1, and FIG. It is sectional drawing cut | disconnected along the BB 'line | wire in order to demonstrate storage tanks other than the foremost storage tank of FIG.

  As shown in FIGS. 1 to 3, in the existing ship 100, the foremost storage tank 110 installed on the bow 101 side among the four storage tanks 110, 120, 130, and 140 is greatly affected by sloshing. However, for example, the length of the foremost storage tank 110 is limited to 13% of the length between vertical lines (LBP), and the front storage tank 120, the middle The length of each of the storage tank 130 and the rear storage tank 140 is limited to 17% of the length between the perpendiculars.

  As shown in FIG. 2, the frontmost storage tank 110 has a narrow tank width due to the characteristics of a streamlined ship, so that the capacity of each of the remaining three storage tanks 120, 130, 140 is about half. It is made so that it can be loaded.

For example, in the case of a 175K class ship 100, the foremost storage tank 110 installed on the bow 101 side has a capacity of 25,000 m ³ , and the remaining tanks installed sequentially from the foremost storage tank 110 to the stern part 102 side. Each of the three storage tanks 120, 130, 140 is fabricated to have a capacity of 50,000 m ³ .

  In such a ship, a difference in operation loss occurs within the transportation period due to the scale of BOR (Boil Off Rate).

  FIG. 14 is a side view for explaining a ship having four storage tanks according to a second conventional example.

  As shown in FIG. 14, the ship 400 has four storage tanks 410, 420, 430, and 440 installed on the bow 401 side of the four storage tanks 410, 420, 430, and 440. The front storage tank 410 is relatively small in order to be affected by sloshing, and the remaining three storage tanks 420, 430, and 440 arranged on the stern portion 402 side from the front storage tank 410 are relative to each other. It is manufactured in a large size. For example, the length of one forward storage tank 410 is 13% of the length of the vertical distance (LBP), which is the horizontal distance between the fore-perpendicular (FP) and the after-perpendicular (AP). The length of each of the two intermediate storage tanks 420 and 430 and the one rear storage tank 440 is limited to 17% of the inter-perpendicular length LBP. Further, the front storage tank 410 is manufactured to be able to load about half of the capacity of each of the remaining three storage tanks 420, 430, and 440 because the width of the storage tank is narrow due to the characteristics of the streamlined ship. .

  In the ship 400, an engine room 450 is provided on the stern part 402 side, and a fuel tank 460 for supplying fuel to an engine provided in the engine room 450 is installed on the bow part 401 side. The engine room 450 is generally provided on the stern part 402 side so that power transmission and control to the propulsion device is easy, and the fuel tank 460 is provided on the stern part 402 side so as to be located close to the engine room 450. Although it is preferable to install the four storage tanks 410, 420, 430, and 440, the entire length of the storage tanks 410, 420, 430, and 440 is long. Is common.

  However, since the existing ships 100 and 400 have four storage tanks, there is a limit in reducing BOR (Boil Off Rate) proportional to the surface area of the storage tank. For example, to reduce BOR, such as applying ME-GI engine and reliquefaction device to consume BOG or applying Ti Group's new storage tank insulation system to reduce BOR by 0.08% Although various researches are underway, the reality is that the degree of BOR reduction is weak.

  Further, in order to minimize the influence of sloshing in the existing ship 100, the capacity of the remaining three storage tanks 120, 130, 140 is set to the size of the foremost storage tank 110 installed on the bow 101 side. However, due to the characteristics of the streamlined ship, the width of the tank must be narrowed, so there is a limit to minimizing the effects of sloshing. There are problems such as damage to the tank structure and gas leakage due to the increase in the amount of BOG generated.

  In addition, since the existing ship 400 has four storage tanks 410, 420, 430, and 440, it is difficult to secure a space between the engine room 450 and the rear storage tank 440, and the bow is relatively easy to secure. Since the fuel tank 460 must be installed on the part 401 side, there is a problem that excessive air transportation and material costs are required due to the construction of the fuel supply system from the bow 401 side to the stern part 402 side. is there.

The present invention was created to solve the above-described problems of the prior art, and the object of the present invention is to provide the same ship size and total liquefied gas loading capacity as compared to existing ships. the case, while downsizing to the frontmost storage tank becomes the capacity of 7,000 m ³ ～10,000M ^3, limit sets the capacity to store the remaining liquefied gas to the remaining three storage tanks Accordingly, it is intended to provide a ship that can further reduce the sloshing phenomenon and reduce the BOR by reducing the specific surface area relative to the volume.

  In addition, the object of the present invention is to produce an octagonal shape in which the cross-sectional shape of the foremost storage tank installed on the bow side is optimized for the sloshing phenomenon, preventing damage to the tank structure due to sloshing, and gas leakage It is intended to provide a vessel that enables prevention and BOR to be further reduced.

Another object of the present invention is that by fabricating the forward-most storage tanks to have a capacity of 7,000m ³ ~10,000m ³ is a one-way fuel consumption, along with other storage tanks during transportation of the liquefied gas liquefaction It is intended to provide a ship that can be used for gas storage applications and can be used for propulsion fuel or tank cool-down required for one-way operation after transportation of liquefied gas.

  Further, the object of the present invention is that the ship size and the total loading capacity of liquefied gas are the same as those of an existing ship provided with four storage tanks, but the number of storage tanks is reduced to reduce the total storage tank capacity. It is for providing the ship which makes it possible to reduce BOR by reducing a surface area.

  In addition, an object of the present invention is to provide a ship that can reduce the production cost of the storage tank by reducing the number of storage tanks compared with an existing ship having four storage tanks. is there.

  The object of the present invention is to reduce the number of storage tanks compared to existing ships equipped with four storage tanks, but increase the height so that the total capacity of liquefied gas in the storage tanks does not change. It is intended to provide a ship that can increase the space utilization of the bow or stern by reducing the overall length.

  In addition, the object of the present invention is to arrange the front storage tank installed on the bow side closer to the motion center side of the ship as compared with the case where the existing four storage tanks are installed. It is an object of the present invention to provide a ship capable of reducing the sloshing phenomenon of a storage tank.

  Another object of the present invention is to provide a ship that can simplify the fuel supply system by installing a fuel tank with a sufficient space between the engine room installed on the stern side and the rear storage tank. It is for providing.

  In addition, the object of the present invention is suitable for stress dispersion so that the joint portion between the horizontal partition wall and the double bottom where the stress distribution is highest can be made lower than the maximum allowable stress defined for the double bottom. By providing a lower stool or inclined plate having a configuration, it is possible to reduce the thickness of the double bottom, thereby providing a ship that can reduce the height of the ship as a whole.

  The ship according to one aspect of the present invention is a ship having a foremost storage tank, a front storage tank, an intermediate storage tank, and a rear storage tank, wherein the foremost storage tank is a one-way fuel consumption amount of a total loading capacity of liquefied gas. The front storage tank, the intermediate storage tank, and the rear storage tank have a remaining capacity excluding the capacity of the frontmost storage tank among the total loading capacity of the liquefied gas. It is manufactured as follows.

Specifically, the forwardmost storage tank can be fabricated to have a capacity of 7,000m ³ ~10,000m ³ of the total loading capacity of the liquefied gas.

  Specifically, the foremost storage tank may have an octagonal octagonal shape with a cross-sectional shape optimized for the sloshing phenomenon.

  Specifically, the foremost storage tank is used for liquefied gas storage when transporting liquefied gas, and is also used for fuel supply for propulsion required for one-way operation or for cooling the tank after transporting liquefied gas. obtain.

  Specifically, each of the front storage tank, the intermediate storage tank, and the rear storage tank may be manufactured in an octagonal shape whose cross-sectional shape is optimized for the sloshing phenomenon.

  Specifically, the front storage tank may be manufactured to have a capacity larger than the foremost storage tank and smaller than the intermediate storage tank or the rear storage tank.

  Specifically, the ship may be one of LNGC, LPGC, FSRU (Floating Storage Reregistration Unit), FLNG (Floating Liquid Natural Gas Plant, LNG-FPSO), or FPSO (Floating Production FS). .

  A ship according to another aspect of the present invention includes three storage tanks including a front storage tank, an intermediate storage tank, and a rear storage tank that are sequentially installed at a predetermined distance from the bow perpendicular line; an engine provided on the stern side A fuel tank for storing fuel to be supplied to an engine in the engine room, and the fuel tank is secured between the rear storage tank and the engine room by moving the three storage tanks forwardly It is characterized by being installed in a spare space.

  Specifically, the total length of the three storage tanks is 43% to 60% of the length between the perpendiculars, and can be advanced forward by at least 4% of the length between the perpendiculars.

  Specifically, the ship may be one of LNGC, LPGC, FSRU (Floating Storage Reregistration Unit), FLNG (Floating Liquid Natural Gas Plant, LNG-FPSO), or FPSO (Floating Production FS). .

  A ship according to still another aspect of the present invention has a length of 10% to 20% of the length between the perpendiculars, and is installed at a certain distance from the bow perpendicular; 15% to 25% of the rear storage tank installed at a certain distance from the stern vertical; and 15% to 25% of the length between the verticals, the front storage tank and the rear storage Three storage tanks including an intermediate storage tank installed between the tanks are provided.

  Specifically, the front storage tank may be installed with a front end positioned 10% to 25% rearward from the bow perpendicular to the length between the perpendiculars.

  Specifically, each of the three storage tanks may have a height of 11% to 15% of the length between the perpendiculars.

  Specifically, the front storage tank has a volume ratio of 16% to 33.3% with respect to the total loading capacity obtained by adding the respective capacities of the three storage tanks. Each of the rear storage tanks may have a volume ratio of 30% to 45%.

  Specifically, the length and volume ratio of the front storage tank are limited to 13% of the inter-vertical length and 18% of the total loading capacity, and the length and volume of each of the intermediate storage tank and the rear storage tank. The ratio can be limited to 20% of the length between the verticals and 41% of the total loading capacity, and the height of each of the three storage tanks can be limited to 12.5% of the length between the verticals.

  Specifically, the length and volume ratio of the front storage tank is limited to 17% of the inter-vertical length and 26% of the total loading capacity, and the length and volume of each of the intermediate storage tank and the rear storage tank. The ratio can be limited to 17% of the vertical length and 37% of the total loading capacity, and the height of each of the three storage tanks can be limited to 13.25% of the vertical length.

  Specifically, the length and volume ratio of the front storage tank is limited to 15% of the inter-vertical length and 23% of the total loading capacity, and the length and volume of each of the intermediate storage tank and the rear storage tank. The ratio can be limited to 17% of the vertical length and 38.5% of the total loading capacity, and the height of each of the three storage tanks can be limited to 13.85% of the vertical length.

  Specifically, the ship may be one of LNGC, LPGC, FSRU (Floating Storage Reregistration Unit), FLNG (Floating Liquid Natural Gas Plant, LNG-FPSO), or FPSO (Floating Production FS). .

  A ship according to one aspect of the present invention includes a front storage tank installed at a fixed distance from the bow perpendicular; a rear storage tank installed at a fixed distance from the stern vertical; and the front storage tank and the rear Three storage tanks including an intermediate storage tank installed between the storage tanks are provided, and the total load capacity of the liquefied gas compared to the conventional ship having four storage tanks is maintained, while the three storage tanks are maintained. By providing only the storage tank, the entire surface area is reduced and the BOR is reduced.

  Specifically, each of the three storage tanks may have the same length, height, and volume ratio.

  Specifically, each of the intermediate storage tank and the rear storage tank has the same length, height, and volume ratio, and the front storage tank is compared with each of the intermediate storage tank and the rear storage tank. Thus, the length may be short and the volume ratio may be small.

  Specifically, each of the three storage tanks may have a different length, height, and volume ratio.

  Specifically, the front storage tank may have a shape that becomes narrower toward the bow.

  Specifically, the front storage tank may be installed with a front end positioned 10% to 25% rearward from the bow perpendicular to the length between the perpendiculars.

  Specifically, the ship may be one of LNGC, LPGC, FSRU (Floating Storage Reregistration Unit), FLNG (Floating Liquid Natural Gas Plant, LNG-FPSO), or FPSO (Floating Production FS). .

Vessel according to the present invention, as compared to existing vessels, but the total carrying capacity of the vessel size and liquefied gas are the same, small the forwardmost storage tank so that the capacity of 7,000m ³ ~10,000m ³ By limiting the capacity to store the remaining liquefied gas in the remaining three storage tanks, the Sloshing phenomenon can be further reduced, and the BOR can be reduced by reducing the specific surface area with respect to volume. Can do.

  In addition, the ship according to the present invention can be manufactured in an octagon shape in which the cross-sectional shape of the foremost storage tank installed on the bow side is optimized for the sloshing phenomenon, preventing damage to the tank structure due to sloshing, Leakage prevention and BOR can be further reduced.

Furthermore, vessel according to the present invention, by fabricating the forward-most storage tanks to have a capacity of 7,000m ³ ~10,000m ³ is a one-way fuel consumption, along with other storage tanks during transportation of the liquefied gas It can be used for liquefied gas storage applications, and after transportation of liquefied gas, it can be used for propulsion fuel supply applications required for one-way operation, as well as tank cool-down applications.

  In addition, the ship according to the present invention reduces the number of storage tanks by reducing the number of storage tanks without changing much the ship size and the total loading capacity of liquefied gas, compared with the existing ship equipped with four storage tanks. Since the overall surface area can be reduced, the BOR can be reduced and the production cost of the storage tank can be reduced.

  Further, since the ship according to the present invention can reduce the BOR compared with the existing ship having four storage tanks, an additional configuration for BOG processing (reliquefaction device, GCU, other lines, etc.) ) Can be eliminated or minimized to save air transportation and construction costs.

  In addition, the ship according to the present invention is lower in height than the existing ship equipped with four storage tanks, although the number of storage tanks is reduced, so that the total capacity of liquefied gas in the storage tank does not change. By increasing the length and decreasing the overall length, the space utilization at the bow or stern can be increased.

  In addition, the ship according to the present invention is arranged by placing the front storage tank installed on the bow side closer to the movement center side of the ship compared to the case where the existing four storage tanks are installed, The sloshing phenomenon of the front storage tank can be reduced.

  Further, the ship according to the present invention can simplify the fuel supply system by installing a fuel tank with a sufficient space between the engine room installed on the stern side and the rear storage tank. Air transportation and material costs associated with the construction of the fuel supply system can be reduced.

  In addition, the ship according to the present invention is suitable for stress dispersion so that it can be lower than the maximum allowable stress specified for the double bottom at the joint between the horizontal bulkhead and the double bottom where the stress distribution is highest. By installing a lower stool or slanting plate with a simple structure, the thickness of the double bottom can be reduced, the overall height of the ship can be reduced, and the total loading of liquefied gas compared to the existing ship It is possible to further ensure the stability of the vessel against six degrees of freedom movement by increasing the height of the storage tank so that the capacity does not change.

The side view for demonstrating the ship which concerns on 1st Example conventionally. Sectional drawing cut | disconnected along the A-A 'line | wire in order to demonstrate the foremost storage tank of FIG. Sectional drawing cut | disconnected along B-B 'in order to demonstrate storage tanks other than the foremost storage tank of FIG. The side view for demonstrating the ship which concerns on 1st Example of this invention. Sectional drawing cut | disconnected along the C-C 'line | wire in order to demonstrate the foremost storage tank of FIG. Sectional drawing cut | disconnected along the D-D 'line | wire in order to demonstrate storage tanks other than the foremost storage tank of FIG. The side view for demonstrating the ship which comprises the three storage tanks concerning 2nd Example of this invention. The side view for demonstrating the ship which comprises the three storage tanks concerning 3rd Example of this invention. Sectional drawing cut | disconnected along the A-A 'line | wire in order to demonstrate the shape of the front storage tank of FIG. FIG. 9 is a cross-sectional view taken along line B-B ′ for explaining the shape of the front storage tank of FIG. 8. FIG. 9 is an enlarged view of a “C” portion in order to explain the combined structure of the horizontal partition wall and the double bottom of FIG. 7 or FIG. 8. The enlarged view for demonstrating the external shape of the corner part of the storage tank located in the junction part of a horizontal partition and a double bottom in FIG. FIG. 9 is an enlarged view of a “C” portion for explaining another coupling structure of the horizontal partition wall and the double bottom of FIG. 7 or FIG. 8. The side view for demonstrating the ship which comprises the four storage tanks based on a 2nd Example conventionally.

  Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments when taken in conjunction with the accompanying drawings. It should be noted that in the present specification, reference numerals are added to the components of each drawing so that the same components have the same numbers as much as possible even if they are displayed on other drawings. I must. Further, in the description of the present invention, when it is determined that there is a possibility that a specific description of a related known technique may unnecessarily obscure the gist of the present invention, a detailed description thereof will be omitted.

  Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  4 is a side view for explaining the ship according to the first embodiment of the present invention, FIG. 5 is a cross-sectional view taken along the line CC ′ for explaining the foremost storage tank of FIG. 6 is a cross-sectional view taken along the line DD ′ for explaining a storage tank other than the foremost storage tank of FIG.

  The ship described below is a ship including a storage tank (also called “cargo hold”) for storing liquefied gas, and is a merchant ship that transports cargo from a starting point to a destination, for example, LNGC or LPGC. An offshore structure that performs a specific operation by floating at a certain point on the sea, for example, FSRU (Floating Storage Reregulation Unit) for storing and vaporizing liquefied gas, FLNG (Floating Liquid Natural for producing, storing, and unloading liquefied gas Gas plant (LNG-FPSO), a concept that encompasses FPSO (Floating Production Storage Offloading) that purifies, stores, and unloads liquefied gas while floating on the sea.

  In addition, the liquefied gas may be used in the sense of including those generally stored in a liquid state such as LNG or LPG, ethylene, ammonia, and the like.

  As shown in FIGS. 4 to 6, the ship 200 according to the first embodiment of the present invention may include a foremost storage tank 210, a front storage tank 220, an intermediate storage tank 230, and a rear storage tank 240. . The storage tanks 210, 220, 230, and 240 installed in the ship 200 may be a NO96 type and a Mark III type as a membrane type, and may be an SPB type as a stand-alone type.

  In this embodiment, the ship 200 is a ship in which the ship size and the total loading capacity of the liquefied gas are not changed compared to the existing ship (not shown) from the 60K class to the 220K class in which four storage tanks are installed. Although possible, preferably the line width can be increased to ensure stability and the amount of drainage is maintained at the same level by reducing the square factor Cb. In this embodiment, it is described that the ship 200 has a total loading capacity of liquefied gas of 60K class to 220K class, but the present invention is not limited to this, and the total loading capacity of liquefied gas is in the range of 60K class to 220K class. It goes without saying that the following or more ships 200 can also be included.

Frontmost storage tank 210 is installed in the bow portion 201 side, fabricated to have a capacity corresponding to one-way fuel consumption of the ship 200 of the total loading capacity of the liquefied gas, for example, 7,000m ³ ~10,000m ³ It can be made small to have a capacity of

As shown in FIG. 5, the foremost storage tank 210 can be manufactured in an octagonal shape, preferably a regular octagonal shape whose cross-sectional shape is optimized for the sloshing phenomenon. This is because the frontmost storage tank 210 is manufactured in small the capacity of 7,000m ³ ~10,000m ^3, the shape is different from the existing cross section of the forwardmost storage tank 110 shape shown in FIG. 2 Can be free from the characteristics of a ship that is streamlined.

In this example, The reason for limiting the capacity of the forwardmost storage tank 210 to 7,000m ³ ~10,000m ³ is obtained by considering the way fuel consumption of the ship 200 in a general route, whereby The foremost storage tank 210 can be used for liquefied gas storage with other storage tanks 220, 230, 240 when transporting liquefied gas, and can be used for propulsion fuel supply necessary for one-way operation after transporting liquefied gas Of course, it can also be used for cooling down the tank. When the foremost storage tank 210 is used for fuel supply for propulsion, the liquefied gas in the inside may decrease due to fuel consumption and excessive sloshing phenomenon may occur, but the shape is small and optimized for sloshing phenomenon. Since it is manufactured, the load due to sloshing is not so great as to damage the tank structure.

  The front storage tank 220, the intermediate storage tank 230, and the rear storage tank 240 can be sequentially installed from the foremost storage tank 210 to the stern portion 202 side, and the remaining capacity excluding the capacity of the foremost storage tank 210 with the full capacity of liquefied gas. The capacity of the liquefied gas can be stored.

  Each of the front storage tank 220, the intermediate storage tank 230, and the rear storage tank 240 may be manufactured in an octagonal shape with a cross-sectional shape optimized for the sloshing phenomenon.

  In addition, each of the front storage tank 220, the intermediate storage tank 230, and the rear storage tank 240 may be manufactured to have the same capacity, but the front storage tank 220 is compared with the intermediate storage tank 230 or the rear storage tank 240 and the bow. Since it is installed closer to the part 201 side, it is preferable to manufacture it with a small capacity in order to reduce the sloshing phenomenon. It goes without saying that the front storage tank 220 is manufactured to have a larger capacity than the frontmost storage tank 210.

  In order to help understanding of the present embodiment, the case of the 175K class ship 200 will be described as an example as follows.

175K-class ship 200, the forwardmost storage tank 210 has a capacity of 7,000 m ^3, the front reservoir 220 has a capacity of 54,000M ^3, the intermediate storage tank 230 have a capacity of 57,000M ³ However, the rear storage tank 240 may be manufactured to have a capacity of 57,000 m ³ .

  The ship 200 is a customer in a state where 70% or more (sloshing phenomenon increases within a range of 10% to 70%) of liquefied gas is stored in all the storage tanks 210, 220, 230, and 240 when the liquefied gas is transported. Will be in service. In general, when the liquefied gas is unloaded at the customer site, it is left at 10% or less in the storage tank for use in a fuel supply application for propulsion or a cool-down application for the tank. Only the foremost storage tank 210 is filled with liquefied gas so that it can be used for fuel supply necessary for one-way operation or tank cool-down.

  The liquefied gas in the foremost storage tank 210 is used as a propellant fuel and decreases to cause excessive sloshing phenomenon. However, as described above, the liquefied gas is manufactured in a small shape optimized for the sloshing phenomenon. Therefore, the load due to sloshing does not become so large as to damage the tank structure.

  7 is a side view for explaining a ship having three storage tanks according to the second embodiment of the present invention, and FIG. 8 is a ship having three storage tanks according to the third embodiment of the present invention. FIG. 9 is a sectional view taken along the line AA ′ for explaining the shape of the front storage tank of FIG. 7, and FIG. 10 explains the shape of the front storage tank of FIG. FIG. 11 is a cross-sectional view taken along the line BB ′, and FIG. 11 is an enlarged view of a portion “C” for explaining the combined structure of the horizontal partition wall and the double bottom of FIG. 7 or FIG. 11 is an enlarged view for explaining the external shape of the corner portion of the storage tank located at the joint portion of the horizontal partition wall and the double bottom in FIG. 11, and FIG. 13 is another view of the horizontal partition wall and the double bottom of FIG. It is the figure which expanded "C" part in order to demonstrate a coupling structure.

  The ship described below is a ship including a storage tank (also called “cargo hold”) for storing liquefied gas, and is a merchant ship that transports cargo from a starting point to a destination, for example, LNGC, LPGC, etc. An offshore structure that performs a specific operation by floating at a certain point on the sea, for example, FSRU (Floating Storage Reregulation Unit) for storing and vaporizing liquefied gas, FLNG (Floating Liquid Natural for producing, storing, and unloading liquefied gas Gas plant (LNG-FPSO), a concept that encompasses FPSO (Floating Production Storage Offloading) that purifies, stores, and unloads liquefied gas while floating on the sea.

  In addition, the liquefied gas may be used in the sense of including those generally stored in a liquid state such as LNG or LPG, ethylene, ammonia, and the like.

  As shown in FIGS. 7 to 12, the ship 300 according to the second or third embodiment of the present invention is a 60K-220K class, and includes a storage tank unit 310, an engine room 320, a fuel tank 330, a horizontal partition wall. 340, a lower stool 350, a double bottom 360, and an iron structure 370. Hereinafter, in the terms “longitudinal section”, “transverse section”, “vertical direction”, and “lateral direction”, “vertical” means the length direction of the ship 300, and “horizontal” means the width direction of the ship 300. To do.

  In the present embodiment, the ship 300 is described as having a total loading capacity of liquefied gas of 60K class to 220K class, but the present invention is not limited to this, and the total loading capacity of liquefied gas is in the range of 60K class to 220K class. It goes without saying that the following or more ships 300 can be included.

  The ship 300 according to the present embodiment is the same or similar to the existing ship 400 in which the four storage tanks 410, 420, 430, and 440 are installed, and the three storage tanks 310a, 310b, and 310c are provided. Although installed, the BOR can be reduced by reducing the total surface area of the tank by reducing the number of tanks by one while maintaining the same or similar total loading capacity of the existing liquefied gas for the vessel 400. The sloshing phenomenon can be further reduced by positioning the front storage tank 310a as far as possible from the bow perpendicular FP as far as possible. Further, the ship 300 of the present embodiment can increase the line width in order to ensure stability such as the 6-degree-of-freedom movement of the existing ship 400, and the amount of drainage is maintained at the same level by reducing the square coefficient Cb. can do.

  On the other hand, when the total loading capacity of liquefied gas is the same in a ship and the number and size of storage tanks are different, the BOR can be reduced by reducing the total surface area of the tank as the number of storage tanks decreases. However, since the size of the storage tank has to be relatively large, there is a problem that the sloshing phenomenon increases. Accordingly, the existing four storage tanks 410, 420, 430, and 440 have been optimized, but the present embodiment described below includes three storage tanks 310a, 310b, and 310c. The ship 300 improved from the existing ship 400 is provided. In the case of a ship equipped with two storage tanks, the BOR can be reduced as compared with the three storage tanks 310a, 310b, 310c of the present embodiment, but the size of each storage tank is excessively large. The sloshing problem cannot be solved and the sloshing reduction device can be installed to solve the sloshing problem to some extent, but it is difficult to commercialize due to low competitiveness when considering the cost aspect. It is.

  The storage tank unit 310 may include three storage tanks including a front storage tank 310a, an intermediate storage tank 310b, and a rear storage tank 310c.

  Each of the three storage tanks 310a, 310b, and 310c may be a Mark III type, a Mark V type, and a NO 96 type in the case of the membrane type, and may be an SPB type in the case of the independent type. In the case of the Mark III type described as an example below, each of the three storage tanks 310a, 310b, 310c includes a primary barrier 311, a primary heat insulating wall 312, a secondary barrier 313, and a secondary heat insulating wall 314. Insulation system can be configured.

  The primary barrier 311 is installed in direct contact with the liquefied gas, and may be a stainless steel material such as a membrane wrinkle barrier or a corrugated wrinkle barrier.

  The primary heat insulating wall 312 can be installed between the primary barrier 311 and the secondary barrier 313 and can withstand the impact from the outside or the sloshing of the liquefied gas inside while blocking the intrusion of heat from the outside. As shown, the primary insulation panel 312a formed of polyurethane foam and the primary plywood 312b installed between the primary barrier 311 and the primary insulation panel 312a may be used.

  The secondary barrier 313 may be installed between the primary heat insulation wall 312 and the secondary heat insulation wall 314 and may be formed of a triplex composite material in which glass fibers are attached to an aluminum gold foil.

  The secondary heat insulating wall 314 can be installed between the secondary barrier 313 and the hull so that it can withstand the impact from the outside or the sloshing of the liquefied gas inside while blocking the intrusion of heat from the outside. The secondary heat insulation panel 314b formed of polyurethane foam and the secondary plywood 314a installed between the secondary heat insulation panel 314b and the hull.

  The configuration for each of the three storage tanks 310a, 310b, and 310c may correspond to the basic configuration of the Mark III type. In the present embodiment, the configuration is not limited to such a configuration and is generally applied. Of course, other configurations can be included.

  Each of the three storage tanks 310a, 310b, and 310c including the primary barrier 311, the primary heat insulating wall 312, the secondary barrier 313, and the secondary heat insulating wall 314 is slightly different depending on the design rule. Generally, the total thickness T of each of the storage tanks 310a, 310b, 310c is around 400 mm, and among these components, the thickness T1 of the secondary heat insulating wall 314 is 60% to 80% of the total thickness T. %. In this embodiment, as shown in FIG. 12, the external shape of each corner portion of the storage tanks 310a, 310b, 310c located at the joint portion of the horizontal partition wall 340 and the double bottom 360, that is, the stress distribution is described later. The outer shape of each corner line 315 of the storage tanks 310a, 310b, 310c that meets the lower stool 350 is made in the form of diagonal lines.

  The hatched corner line 315 facilitates the installation of a lower stool 350, which will be described later, and can prevent stress concentration due to various loads generated at the corner where the horizontal partition 340 and the double bottom 360 meet. To. The corner line 315 may be manufactured by removing a part of the secondary heat insulating wall 314. At this time, as the secondary heat insulating wall 314 is removed more, the heat insulating thickness is reduced and the storage tank 310a, Since the heat retention capability of 310b and 310c can be reduced, and the amount of lower stool 350, which will be described later, becomes smaller and the stress distribution capability can be reduced as the amount is reduced, the result of structural analysis on the correlation between the heat retention capability and the stress distribution capability The shape of the oblique line having an appropriate inclination angle and the size of the oblique line can be manufactured.

  Hereinafter, the length, height, and volume ratio of the front storage tank 310a, the intermediate storage tank 310b, and the rear storage tank 310c of the storage tank unit 310 will be described in detail.

  The forward storage tank 310a can be installed in the hull on the bow 301 side, and the length is 10% of the length LBP between the vertical lines, which is the horizontal distance between the Fore Perpendicular (FP) and the After Perpendicular (AP). Can be limited to ~ 20%, preferably 13% to 17%, the height is limited to 11% to 15% of the intervertical length LBP, preferably limited to 12.5% to 13.5% The volume ratio with respect to the total loading capacity obtained by adding the respective capacities of the three storage tanks 310a, 310b, 310c is limited to 16% to 33.3%, preferably limited to 18% to 26%. Can be done. The volume ratio of the front storage tank 310a is preferably smaller than the volume ratio of each of the intermediate and rear storage tanks 310b and 310c, which will be described later, so that the volume ratio of the front storage tank 310a is as small as possible. . Here, the numerical values of the length, height, and volume ratio that limit the front storage tank 310a correlate with the length, height, and volume ratio of the intermediate storage tank 310b and the rear storage tank 310c that will be described later, respectively. is there.

  Further, the front storage tank 310a can be installed at a predetermined distance from the bow perpendicular FP, but the front end is located at a position behind the bow perpendicular FP by 10% to 25% of the length LBP between the perpendiculars.

  As described above, the installation position of the front storage tank 310a is limited to the rear position of 10% to 25% of the inter-perpendicular length LBP in consideration of pitching and trimming such as trimming.

  Specifically, in the existing ship 400, the front end of the front storage tank 410 is positioned around 8% of the inter-perpendicular length LBP. In this embodiment, the critical significance of the 10% lower limit line is that the stern trim in which the center of gravity of the entire tank moves later and the stern portion 302 of the hull sinks when the existing center is increased from about 8% to 10%. To prevent propellers from sinking into the sea, thereby reducing the probability of cavitation in the propellers, as well as reducing propeller protection and resistance It is.

  Further, in the present embodiment, the critical significance of the 25% upper limit line is that if it exceeds 25%, the bow 301 side of the hull will be lifted, and the spherical bow will not sink well, and the wave resistance due to the spherical bow will be reduced. This is because the reduction effect can be reduced.

  In the embodiment of the present invention, the front storage tank 310a is positioned at the rear position of 10% to 25% of the vertical length LBP from the bow normal line FP, so that the front storage tank 310a becomes the front storage tank 410 of the existing ship 400. As compared with the above, it is possible to avoid a point where the acceleration of the liquefied gas stored in the front storage tank 310a due to the pitching motion of the hull, which is a point where the influence of sloshing is greatly generated, that is, a point where a resonance phenomenon (Resonance) occurs.

  The intermediate storage tank 310b may be installed in a hull between the front storage tank 310a and the rear storage tank 310c described later, and the length is limited to 15% to 25% of the inter-perpendicular length LBP, preferably 17% to 20%. Each of the three storage tanks 310a, 310b, 310c can be limited to 11% to 15% of the intervertical length LBP, preferably 12.5% to 13.85%. The volume ratio with respect to the total loading capacity (volume ratio) can be limited to 30% to 45%, preferably 37% to 41%.

  The rear storage tank 310c can be installed at a predetermined distance from the stern perpendicular (AP) adjacent to the engine room 320, which will be described later, and the length is limited to 15% to 25% of the inter-vertical length LBP. Preferably it can be limited to 17% -20%, the height can be limited to 11-15% of the intervertical length LBP, preferably 12.5% -13.85%, 3 storage tanks The volume ratio with respect to the total loading capacity (Volume Ratio) obtained by adding the respective capacities of 310a, 310b, and 310c is limited to 30% to 45%, preferably 37% to 41%.

  Needless to say, each of the three storage tanks 310a, 310b, 310c may have the same or different length, height, and volume ratio. .

  In the present embodiment, three storage tanks 310a, 310b, and 310c are obtained by appropriately combining numerical values of the length, height, and volume ratio applied to the front, middle, and rear storage tanks 310a, 310b, and 310c. Although the ship 300 provided can be constructed, in order to help understanding, three cases will be described below as an example. However, it goes without saying that the present embodiment is not limited to this. .

  The ship 300 in the first case limits the length and volume ratio of the front storage tank 310a to 13% of the inter-vertical length LBP and 18% of the total loading capacity, and the length of each of the middle and rear storage tanks 310b, 310c. The height and volume ratio are limited to 20% of the intervertical length LBP and 41% of the total loading capacity, and the height of each of the front, middle and rear storage tanks 310a, 310b, 310c is 12.5% of the intervertical length LBP. Can be built with restrictions.

  The ship 300 in the second case limits the length and volume ratio of the front storage tank 310a to 17% of the intervertical length LBP and 26% of the total loading capacity, and the length of each of the middle and rear storage tanks 310b, 310c. The height and volume ratio is limited to 17% of the intervertical length LBP and 37% of the total loading capacity, and the height of each of the front, middle and rear storage tanks 310a, 310b, 310c is 13.25% of the intervertical length LBP. Can be built with restrictions.

  The ship 300 in the third case limits the length and volume ratio of the front storage tank 310a to 15% of the inter-vertical length LBP and 23% of the total loading capacity, and the length of each of the middle and rear storage tanks 310b, 310c. The height and volume ratio are limited to 17% of the inter-vertical length LBP and 38.5% of the total loading capacity, and the heights of the front, middle and rear storage tanks 310a, 310b, 310c are set to 13. It can be built with a limit of 85%.

  The three storage tanks 310a, 310b, and 310c according to the present embodiment are manufactured so that the total loading capacity of the liquefied gas is the same as or similar to the existing four storage tanks 410, 420, 430, and 440. The total length occupied by the existing four storage tanks 410, 420, 430, and 440 is 64% (13% + 17% + 17% + 17%) of the inter-perpendicular length LBP. The total length occupied by the three storage tanks 310a, 310b, 310c is reduced.

  For example, the total length occupied by the three storage tanks 310a, 310b, 310c in the ship 300 in the first case described above is 53% (13% + 20% + 20%) of the inter-perpendicular length LBP. The total length occupied by the three storage tanks 310a, 310b, 310c in the ship 300 in the case 2 is 51% (17% + 17% + 17%) of the inter-perpendicular length LBP, and the ship in the third case described above The total length occupied by the three storage tanks 310a, 310b, 310c at 300 is 49% (15% + 17% + 17%) of the inter-perpendicular length LBP.

  That is, the total length occupied by the three storage tanks 310a, 310b, 310c of this embodiment is about 11% to 15% shorter than the existing length LBP from the existing length. This means that the degree of space utilization of the bow 301 or stern 302 can be increased as compared to the ship 400 of FIG.

  Specifically, as illustrated in FIG. 7, three storage tanks 310 a, 310 b, and 310 c can be arranged from the engine room 320 described later like the existing ship 400, and in this case, the bow 301 side Therefore, a margin space S corresponding to 11% to 15% of the inter-perpendicular length LBP can be secured between the front storage tank 310a and a fuel tank 330 described later. Such marginal space S can be usefully utilized for the layout design of various equipment installed in the ship 300.

  At this time, as shown in FIG. 9, the front storage tank 310a is as far as possible from the bow normal line FP, that is, close to the motion center of the ship and is less affected by the characteristics of the streamlined ship. As shown in the cross sectional shape of each of the intermediate storage tank 310b and the rear storage tank 310c, the shape is suitable for ensuring the stability of the tank from various loads including the load due to the sloshing phenomenon of the liquefied gas, that is, The corner portion forms a polygon (for example, octagon) having an obtuse angle where the internal shape and the external shape are not perpendicular.

  Further, as shown in FIG. 8, the front storage tank 310a among the three storage tanks 310a, 310b, 310c can be arranged like the front storage tank 410 of the existing ship 400, and in this case, the stern part On the 302 side, a margin space S corresponding to 11% to 15% of the inter-perpendicular length LBP can be secured between the rear storage tank 310c and the engine room 320 described later. Unlike the existing ship 400, such a margin space S can be utilized as a space in which a fuel tank 330 described later can be installed.

  At this time, as shown in FIG. 10, the front storage tank 310 a is arranged close to the bow perpendicular line FP and can be greatly influenced by the characteristics of the streamlined ship, so that the width becomes narrower toward the bow. become. The cross-sectional shapes of the intermediate storage tank 310b and the rear storage tank 310c other than the front storage tank 310a are shown in FIG. 9 in order to ensure the stability of the tank from various loads including the load due to the sloshing phenomenon of the liquefied gas. As shown in the cross-sectional shape shown in Fig. 1, the inner shape and the outer shape of the corner portion form a polygon (for example, an octagon) having an obtuse angle other than a right angle.

  However, as described above, the total length occupied by the three storage tanks 310a, 310b, and 310c of the ship 300 according to the present embodiment is the same as that of the four storage tanks 410, 420, 430, and 440 of the existing ship 400. In this embodiment, the height of the tank is raised to solve the problem that the total loading capacity of the liquefied gas cannot be made the same or similar as the total length of the liquefied gas decreases. At this time, the higher the height, the higher the center of gravity of the hull and the lower the rolling stability of the ship, so it goes without saying that it must be set within a range that does not lose the rolling stability of the ship. .

  For example, the ship 300 in the first case described above restricts the heights of the front, middle and rear storage tanks 310a, 310b, 310c to 12.5% of the inter-perpendicular length LBP. The ship 300 restricts the heights of the front, middle and rear storage tanks 310a, 310b and 310c to 13.25% of the inter-perpendicular length LBP, and the ship 300 in the third case described above has the front, middle and rear storage tanks. Each height of 310a, 310b, 310c is limited to 13.85% of the length LBP between perpendiculars.

  In the present embodiment, as described above, the heights of the front, middle and rear storage tanks 310a, 310b and 310c are made higher than the existing height in consideration of the rolling stability, but will be described later by installing a lower stool 350 which will be described later. The height of the double bottom 360 can be reduced so that the roll stability can be further improved.

  The engine room 320 can be provided with various types of equipment such as an engine for transmitting and controlling power to the propulsion device and a switch board, and can be provided on the stern portion 302 side.

  The fuel tank 330 can store fuel supplied to an engine or the like installed in the engine room 320. Such a fuel tank 330 may be provided on the bow 301 side as shown in FIG. Further, as shown in FIG. 8, the fuel tank 330 can be installed in the margin space S when the margin space S is provided between the engine room 320 on the stern portion 302 side and the rear storage tank 310 c. Since the fuel tank 330 is arranged close to the engine room 320 in this way, the fuel supply system can be simplified. Further, since the fuel tank 330 is arranged near the engine room 320, a new margin space S1 is formed on the bow portion 301 side. Such a new margin space S1 is installed in the ship 300. It can be used effectively for the layout design of various equipment.

  In the above, the total length occupied by the existing four storage tanks 410, 420, 430, and 440 is such that the fuel tank 330 can be installed in the marginal space S provided between the engine room 320 and the rear storage tank 310c. In the case of 64% of the inter-perpendicular length LBP, the total length occupied by the three storage tanks 310a, 310b, 310c according to this embodiment is 43% to 60% of the inter-perpendicular length LBP, that is, at least from the existing 64%. It is preferable to design it to be shorter than 4%. In this way, the total length occupied by the three storage tanks 310a, 310b, and 310c is 43% to 60% of the inter-perpendicular length LBP, so that it is advanced forward by at least 4% of the inter-perpendicular length LBP. A margin space S corresponding to at least 4% of the inter-perpendicular length LBP can be provided between the engine room 320 and the rear storage tank 310c.

  The horizontal partition wall 340 supports the lateral strength of the ship 300 and partitions each of the three storage tanks 310a, 310b, 310c so as to partition each installation space of the three storage tanks 310a, 310b, 310c. Thus, one side surface and the other side surface are connected to the port side hull 303 and starboard side hull 304, and the lower surface is connected to the inner bottom plate 361 of the double bottom 360 described later by the lower stool 350 described later, and is installed in the lateral direction of the hull. As a result, the outer walls (front and rear side walls) of the three storage tanks 310a, 310b, and 310c can be formed. The horizontal partition wall 340 can be supported by a lower stool 350 described later, and the load is transmitted to the double bottom 360 described later through the lower stool 350.

  The lower stool 350 may be installed so that the horizontal partition 340 is coupled to the inner bottom plate 361 of the double bottom 360, which will be described later, while supporting the horizontal partition 340, and the corners of the three storage tanks 310a, 310b, and 310c. Can be located between lines 315.

  Since the lower stool 350 supports the horizontal partition wall 340, the load of the horizontal partition wall 340 is transmitted to the double bottom 360 described later. At this time, the load of the horizontal partition wall 340 is concentrated on both sides of the lower stool 350. Will come to communicate.

  In the present embodiment, the lower stool 350 is provided so that it can be lower than the maximum allowable stress defined for the double bottom 360 at the joint portion of the horizontal partition wall 340 shown with the highest stress distribution and the double bottom 360 described later. It can be configured to accommodate stress distribution. In this embodiment, the lower stool 350 is reduced by one from the existing four storage tanks 410, 420, 430, and 440 so that the distance D 1 of the double bottom 360 described later can be reduced. The installation possibility of the three storage tanks 310a, 310b, 310c can be further increased.

  Specifically, the lower stool 350 is installed on the inner bottom plate 361 so as to face the slanted line so as to correspond to the corner line 315 of the slanted line in each of the three storage tanks 310a, 310b, 310c. A pair of side plates 351 and a top plate 352 that is installed on the upper surface of the pair of side plates 351 and supports the horizontal partition 340. Such a lower stool 350 has a trapezoidal shape in the longitudinal section, and an equilateral trapezoidal shape so that the stress distribution is uniform on both sides where the pair of side plates 351 are respectively located. Is preferred.

  Since the pair of side plates 351 described above are not formed perpendicular to the double bottom 360 described later, but in the form of diagonal lines, the stress on the double bottom 360 due to the load of the horizontal partition 340 is vertical. It can be widely distributed in the oblique direction without concentrating in the direction.

  Meanwhile, the inclined plate 380 can be installed so as to obtain the same effect as the lower stool 350 described above, and this will be described with reference to FIG.

  FIG. 13 is an enlarged view of a portion “C” for explaining another coupling structure of the horizontal partition wall and the double bottom of FIG. 7 or FIG.

  As illustrated in FIG. 13, the inclined plate 380 may be installed to support a part of the horizontal partition wall 340 and be connected to the inner bottom plate 361 of the double bottom 360 described later, and the three storage tanks 310 a. , 310b, 310c may be fabricated to correspond to the shape of the corner line 315.

  Such an inclined plate 380 can be installed so as to be lower than the maximum allowable stress defined in the inner bottom plate 361 at a vertical connection portion between the horizontal partition wall 340 where the stress distribution is highest and the inner bottom plate 361 described later. .

  Specifically, the inclined plate 380 is not formed horizontally with respect to the horizontal partition 340 or perpendicular to the inner bottom plate 361 described later, but in the form of diagonal lines, that is, the horizontal partition. 340 and an inner bottom plate 361 to be described later can be provided so as to be inclined so that stress on the inner bottom plate 361 due to the load of the horizontal partition wall 340 can be widely dispersed in the oblique direction without concentrating in the vertical direction. .

  On the other hand, the inclined plate 380 may further include a first reinforcing member 381 and a second reinforcing member 382 in order to reinforce rigidity at a point where the inclined plate 380 contacts the horizontal partition 340 or the inner bottom plate 361.

  The first reinforcing member 381 is a member that reinforces a portion where the inclined plate 380 and the horizontal partition wall 340 are in contact with each other, and can be installed to extend horizontally inside the horizontal partition wall 340 at a point where the inclined plate 380 contacts the horizontal partition wall 340. .

  The second reinforcing member 382 is a member that reinforces a portion where the inclined plate 380 and the inner bottom plate 361 are in contact with each other, and can be installed extending vertically inside the inner bottom plate 361 at a point where the inclined plate 380 contacts the inner bottom plate 361. .

  The double bottom 360 may be a hull that forms the bottom of the ship 300 while serving as an outer wall (bottom) of each of the three storage tanks 310a, 310b, and 310c, and may be the three storage tanks 310a, 310b, and 310c. The inner bottom plate 361 that supports the transverse bulkhead 340 and the ship bottom outer plate 362 that forms the outside of the hull. An iron structure 370 that supports the longitudinal strength or lateral strength of the ship 300 together with the double bottom 360 may be installed inside the double bottom 360.

  Such a double bottom 360 is designed to withstand a prescribed maximum allowable stress, for example a stress of 185 Mpa. Since the stress distribution applied to the double bottom 360 is the highest in the portion coupled to the horizontal partition 340 and is low in the other portions, the double bottom 360 is the maximum allowable stress in the portion coupled to the horizontal partition 340. Designed to withstand.

  In this embodiment, as described above, the lower stool 350 can be made lower than the maximum allowable stress defined for the double bottom 360 at the joint portion of the horizontal partition wall 340 and the double bottom 360 where the stress distribution is highest. Alternatively, the inclined plate 380 is configured to be adapted to the stress distribution, so that the distance D between the inner bottom plate 361 and the ship bottom outer plate 362 can be reduced in response to the lower stress. For example, when the distance between the double bottom of the existing ship 400 and the existing ship 400 not provided with the lower stool 350 or the inclined plate 380 is 3200 mm, the ship 300 of the present embodiment provided with the lower stool 350 or the inclined plate 380. The distance D between the inner bottom plate 361 and the ship bottom outer plate 362 of this embodiment can be manufactured to 2000 mm to 2800 mm, which is reduced from the existing 3200 mm to the range of 400 mm to 1200 mm. Since the distance D1 between the double bottoms 360 can be reduced in this way, the height of the hull of the ship 300 can be reduced, and the heights of the three storage tanks 310a, 310b, 310c can be increased. Since it is possible to ensure a sufficient marginal height, the stability of the ship can be further ensured.

  The iron structure 370 can be installed between the inner bottom plate 361 and the outer bottom plate 362 of the double bottom 360, and supports a plurality of girder plates 371 that support the longitudinal strength of the ship 300 and the lateral strength of the ship 300. A plurality of gutter plates 372 may be configured. The girder plate 371 may be provided with a plurality of reinforcing members 373 that reinforce the girder plate 371. Although not shown in the drawings, the girder plate 372 also includes a plurality of reinforcing members that reinforce the girder plate 372. Can be installed.

This embodiment thus is the total carrying capacity of the vessel size and liquefied gas as compared to the existing ship 100 are the same, so that the frontmost storage tank 210 and the capacity of 7,000m ³ ~10,000m ³ In addition to further reducing the sloshing phenomenon by limiting the capacity to store the remaining liquefied gas in the remaining three storage tanks 220, 230, 240 while reducing the size of the storage tank 220, 230, 240, the volume specific surface area is reduced. It is possible to reduce the BOR.

  In addition, in this embodiment, since the cross-sectional shape of the foremost storage tank 210 installed on the bow 201 side can be manufactured to an octagonal shape optimized for the sloshing phenomenon, damage to the tank structure due to sloshing, gas Leakage prevention and BOR can be further reduced.

Further, this embodiment, by fabricating the forward-most storage tank 210 to have a capacity of 7,000m ³ ~10,000m ³ is a one-way fuel consumption, other storage tank 220 at the time of transportation of the liquefied gas, It can be used for liquefied gas storage applications together with 230 and 240 and used for propulsion fuel supply applications necessary for one-way operation after liquefied gas transportation, as well as for tank cool-down applications.

  Further, in the present embodiment, the storage tanks 310a, 310b are not changed so much as the ship size and the total loading capacity of the liquefied gas are not changed as compared with the existing ship 400 provided with the four storage tanks 410, 420, 430, 440. By reducing the number of 310c, the overall surface area of the storage tanks 310a, 310b, 310c can be reduced, so that the BOR can be reduced and the manufacturing cost of the storage tanks 310a, 310b, 310c can be reduced. it can.

  In addition, since the present embodiment can reduce the BOR as compared with the existing ship 400 provided with four storage tanks 410, 420, 430, and 440, an additional configuration (reliquefaction device, GCU, other lines, etc.) can be eliminated or minimized and air transportation and construction costs can be reduced.

  In the present embodiment, the number of storage tanks 310a, 310b, and 310c is reduced compared to the existing ship 400 that includes four storage tanks 410, 420, 430, and 440. The space utilization of the bow 301 or stern 302 can be increased by increasing the height and reducing the overall length so that there is no change in the total capacity of the liquefied gas.

  Further, in this embodiment, the forward storage tank 310a installed on the bow 301 side is compared with the case where the existing four storage tanks 410, 420, 430, and 440 are installed on the side of the movement center of the ship. The sloshing phenomenon of the front storage tank 310a can be reduced by disposing it close to the front.

  In addition, this embodiment simplifies the fuel supply system by installing the fuel tank 330 with a margin space S between the engine room 320 and the rear storage tank 310c installed on the stern portion 302 side. Air transportation and material costs due to the construction of a fuel supply system can be reduced.

  In addition, the present embodiment is adapted to stress dispersion so that the joint portion between the horizontal partition wall 340 and the double bottom 360 where the stress distribution is highest can be lower than the maximum allowable stress defined for the double bottom 360. By installing the lower stool 350 or the inclined plate 380 having a simple structure, the thickness of the double bottom 360 can be reduced, so that the height of the entire ship can be reduced. By increasing the height of the storage tanks 310a, 310b, and 310c so that the total loading capacity does not change, it is possible to further ensure the stability of the ship with respect to the six-degree-of-freedom movement.

  Although the present invention has been described above mainly with respect to the embodiments of the present invention, this is merely an example and is not intended to limit the present invention. Anyone having ordinary knowledge in the field to which the present invention belongs will be described. It should be understood that various combinations or modifications and applications not illustrated in the examples are possible without departing from the essential technical contents of the examples. Therefore, technical contents related to modifications and applications that can be easily derived from the embodiments of the present invention should be construed as being included in the present invention.

Claims (21)

In ships equipped with the foremost storage tank, the front storage tank, the intermediate storage tank, and the rear storage tank,
The foremost storage tank is manufactured to have a capacity corresponding to the one-way fuel consumption among the total loading capacity of liquefied gas,
The front storage tank, the intermediate storage tank, and the rear storage tank are manufactured to have a remaining capacity excluding the capacity of the frontmost storage tank among the total loading capacity of the liquefied gas. , Ship. The foremost storage tank is
Characterized in that it is fabricated to have a capacity of 7,000m ³ ~10,000m ³ of the total loading capacity of the liquefied gas, vessel according to claim 1. The foremost storage tank is
The ship according to claim 1, wherein the cross-sectional shape is an octagonal shape optimized for the sloshing phenomenon. The foremost storage tank is
Used for liquefied gas storage when transporting liquefied gas,
The ship according to claim 1, wherein the ship is also used for a propulsion fuel supply application or a tank cool-down application necessary for one-way operation after liquefied gas transportation. Each of the front storage tank, the intermediate storage tank and the rear storage tank is
The ship according to claim 1, wherein a cross-sectional shape is manufactured in an octagon shape optimized for a sloshing phenomenon. The front storage tank is
The ship according to claim 1, wherein the ship is constructed to have a capacity larger than the frontmost storage tank and smaller than the intermediate storage tank or the rear storage tank. Three storage tanks, including a forward storage tank, an intermediate storage tank, and a rear storage tank, which are sequentially installed at a certain distance from the bow perpendicular;
An engine room provided on the stern side; and a fuel tank for storing fuel to be supplied to the engine in the engine room;
The fuel tank is
The marine vessel, wherein the three storage tanks are disposed forward and installed in a marginal space secured between the rear storage tank and the engine room. The three storage tanks are
The overall length is 43% to 60% of the length between perpendiculars,
The ship according to claim 7, wherein the ship is disposed forward by at least 4% of the length between the perpendiculars. A forward storage tank whose length is between 10% and 20% of the length between the normals and is installed at a certain distance from the bow normal;
A rear storage tank having a length of 15% to 25% of the length between the vertical lines and spaced apart from the stern vertical line; and a length of 15% to 25% of the length between the vertical lines, A ship comprising three storage tanks including an intermediate storage tank installed between a front storage tank and the rear storage tank. The front storage tank is
10. The ship according to claim 9, wherein the ship is installed with a front end located at a position 10% to 25% rearward from the bow perpendicular to the length between the perpendiculars. Each of the three storage tanks is
The ship according to claim 9, wherein a height is 11% to 15% of a length between the perpendiculars. For the total loading capacity of each of the three storage tanks,
The front storage tank has a volume ratio of 16% to 33.3%,
The ship according to claim 9, wherein each of the intermediate storage tank and the rear storage tank has a volume ratio of 30% to 45%.   The length and volume ratio of the front storage tank is limited to 13% of the length between the vertical lines and 18% of the total loading capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are between the vertical lines. 10. The length of the three storage tanks is limited to 20% of the length and 41% of the total loading capacity, and the height of each of the three storage tanks is limited to 12.5% of the length between the perpendiculars. Ship.   The length and volume ratio of the front storage tank is limited to 17% of the length between the vertical lines and 26% of the total loading capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are between the vertical lines. The length of each of the three storage tanks is limited to 13.25% of the length between the perpendiculars, and the height is limited to 17% of the length and 37% of the total loading capacity. Ship.   The length and volume ratio of the front storage tank is limited to 15% of the length between the vertical lines and 23% of the total loading capacity, and the length and volume ratio of the intermediate storage tank and the rear storage tank are set between the vertical lines. 10. The length is limited to 17% and the total loading capacity is 38.5%, and the height of each of the three storage tanks is limited to 13.85% of the length between the perpendiculars. Ship described in. Forward storage tank installed at a distance from the bow perpendicular;
Three storage tanks including a rear storage tank installed at a certain distance from the stern perpendicular; and an intermediate storage tank installed between the front storage tank and the rear storage tank;
Maintaining the total loading capacity of the conventional liquefied gas with four storage tanks, while having only the three storage tanks, the overall surface area is reduced and the BOR is reduced. And the ship. Each of the three storage tanks is
The ship according to claim 16, wherein the length, the height, and the volume ratio are the same. Each of the intermediate storage tank and the rear storage tank is
The length, height and volume ratio are the same,
The front storage tank is
The ship according to claim 16, wherein the ship has a short length and a small volume ratio as compared with each of the intermediate storage tank and the rear storage tank. Each of the three storage tanks is
The ship according to claim 16, wherein the length, the height, and the volume ratio are different. The front storage tank is
The ship according to claim 16, wherein a front end is located at a position 10% to 25% rearward from the bow perpendicular to the length between the perpendiculars. The ship is
LNGC, LPGC, FSRU (Floating Storage Reregulation Unit), FLNG (Floating Liquid Natural Gas plant, LNG-FPSO), FPSO (Floating Production Storage) The ship according to any one of claims 7, 9, and 16.

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