CN101473163A - 用于船上的运输低温液化气的圆筒形容器的结构 - Google Patents
用于船上的运输低温液化气的圆筒形容器的结构 Download PDFInfo
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Abstract
一种船上的用于运输低温液化气的水平的和大致圆筒形的容器(2)支承在船(1)上的两个鞍座支承件(12)上。在每个支承件处,该容器具有内部加强件,该内部加强件包括两个邻近的打孔舱壁(3)和焊接在舱壁(3)之间的交叉的梁/加固件(4-7)的框架,因此,对容量在至少40.000-60.000m3范围内的容器(2)提供足够的强度。还描述了确保支承区域内容器正确圆度的方法。
Description
技术领域
本发明涉及船上的运输低温液化气的大型独立的水平和大致圆筒形容器的设计、构造和支承。本发明原则上还适用于所谓的双容器,其由两个圆筒形容器组成并建在一起形成一个共同的容器。
背景技术
水平的和独立的圆筒形容器在很大程度上已经用于总装载能力相对小的船舶上,其用于运输低温液化气,而已知最大和已建好的如此货运容器具有的总货物容量约为30.000m3。
然而,近20-30年来,已经建造了好多较大的运输液化气的船舶,通常规格和总货运容量在120.000-160.000m3范围内。近来,总货运容量在200.000m3以上的如此船舶也已经签约和在建造。
迄今为止如此较大船舶主要根据两种不同设计理念进行建造,即,膜式货物容器和独立球形货物容器。
用于如此较大液化气运输船的圆筒形容器的尚未应用性(non-application)至今在发展中还是一个“缺少的环节”。
如上所述,独立的圆筒形容器尚未用于最大的液化气运输船,虽然是针对船舶上的设计、制造和安装,但如此的圆筒形容器与球形容器相比还是首选的。
球形容器只有一个自由度(直径),而圆筒形容器具有两个自由度(直径和长度),这有利于在周围船壳中的布置和安装。
此外,圆筒形容器的加工和制造远比球形容器简单。
然而,在近5-10年中,所谓的膜式船舶已经成为主导型的船舶,它们是大型的液化天然气(LNG)运输船的备选船型。但是这些船舶在性能方面有局限性,尤其是货物装货系统的强度能力方面,当船舶面临恶劣的海洋条件时,该系统的强度应能抵挡液体的运动(晃动)。因为晃动会引起破坏,所以,当船舶在海上航行时,这些类型的船舶不允许在货物容器内只装全容器的约20%和80%之间部分货物。
即使有这样的装料限制,但装货系统的膜式和隔热容器箱还是由于晃动常常发生破坏。对于LNG船的建造成本来说,货物容器的数量是一个重要参数。值得一提的是,对于已经签约和正在建造的最大型船舶来说,有必要将货物容器的数量从四个提高到五个(与稍小规格的膜式船舶相比),但船舶的建造变得相当昂贵。
膜式容器和球形容器型的LNG船舶的共同弱点/缺点在于管道、电缆和货物容器顶部与底部之间的内部通道等的布置。顶部和底部之间距离可以在40-45米范围内,必须在每个货物容器内设置独立塔,以便支承和夹紧管道和电缆以及进入到容器底部的梯子。
此外,这些塔必须有足够的强度来承受海上的晃动,其结果,塔的建造就变得颇为复杂和昂贵。
对大型和最大型的液化气运输船,可以想到采用独立的圆筒形容器作为备选方案,这种备选方案可以是已有的较小型液化气船舶所应用圆筒形容器的一种升级。
对于如此较小型液化气运输船来说,独立圆筒形的容器支承在两个鞍座结构上,如此的鞍座结构集成在周围的船壳结构内。在货物容器(或是铝、不锈钢制造的,或是低温钢制造的)和钢鞍座结构之间设置有足够强度的隔热材料以承载全部货物容器的重量。
如此圆筒形容器的关键载荷点在支承件处,在壳板和支承方式的内部加强件处。较小型船/容器的内部加强件通常构成如下:
1)带有凸缘的单环加固件,或
2)与单个圆形打孔的制荡舱壁相连的带有凸缘的单环加固件。
如此类型的加强件对于颇小的和中等的液化气船已经足够了,通常不必限制如此较小货物容器内的装料水平。
具有水平圆筒形容器和如上述1)那样内部加强件的较大船舶很有可能对海上航行因晃动引起的容器装料水平有限制。
由于加固如此大直径的单个制荡舱壁有难度,所以,如上2)所述的内部加强件对于大型船舶不现实。这两种类型的结构/加强件还具有有限的径向刚度和强度,随着容器变得越来越大,该种局限性也变得越来越显著。因此,这种刚度和强度的缺乏会导致沿支承区域处的容器周界径向变形,这些变形和随之产生的应力难于精确地算出。此外,由于气流和海上条件不同,周围船壳的变形将会传递到支承系统和货物容器。
带有鞍座结构的周围船壳会发生变形,支承区域内的容器具有径向变形,上述两种事实使得准确地预计算货物容器单元内的应力水平颇为困难。然而,如此准确地预计算出应力是适宜的国家/国际管理当局和船级协会的强制要求,而适用于较小船舶上的圆筒形容器的各种类型结构/加强件都很难甚至不可能适用于较大的船舶。
发明内容
本发明提供能够应用运输液化气尤其是运输液化天然气(LNG)的大型独立圆筒形容器的技术方案。此外,本发明减轻了上述其它设计理念的主要弱点/缺点。权利要求1定义了根据本发明的结构,而权利要求12定义了根据本发明的方法。
尤其是,本发明对以下重要项提供了良好的技术方案:
—避免对海上货物装载水平的很大限制。
—允许实现有限的和最少数量的货物容器(根据总的货运能力,2个、3个或最多4个货物容器)。
—对于管道、电缆在货物容器顶部和底部之间通道,允许货物容器内有简化的内部布置。
此外,本发明提供支承件处容器内的结构/加强件,能够准确地计算出货物容器和周围船壳结构在主要载荷条件下的材料应力。
本发明主要包括:在每个支承件处的货物容器内部,提供彼此邻近的两个打孔的圆形制荡舱壁。圆形制荡舱壁之间距离通常为1-4米范围内。在打孔的圆形制荡舱壁之间,设置和焊接了梁/加固件的框架,以使两个打孔圆形舱壁通过框架彼此连接。外壳板的邻近部分其后焊接到打孔圆形舱壁的周界,并焊接到舱壁之间的径向梁上。两个打孔圆形舱壁、位于其间的框架、以及外壳板因此构成刚性轮形的结构。
该结构中的两个圆形舱壁具有多个开口/打孔,用于快速地平衡容器内液位差。两个圆形打孔舱壁连同中间的框架和外壳板将是非常强的结构。径向刚度和整体刚度几乎可以做得无限大,容器在主要外载荷下几乎不可能有任何整体或局部的径向变形。
在该基础上,货物容器的应力计算可以简化并是可靠的,且可满足精确的应力预计算的要求。此外,带有之间框架的双舱壁能够有效地承受晃动引起的力,舱壁连接到外壳板处的局部应力远小于单个的舱壁。举例来说,如果这样的带有圆筒形货物容器的总货物容量为145.000m3的船舶设置有三个货物容器,那么,通过优化内部舱壁的打孔,有望使船舶对于货物容器的部分加载将没有限制。
从竞争的观点来看,这是一个明显的优点,因为膜式容器和球形容器型的船舶对于145.000m3的总货物容量必须具有最少四个货物容器。此外,如上所述,膜式货物容器的船舶还对海上航运的部分装载有限制。
每个支承件处的两个圆形和打孔的舱壁之间的空间可以有效地用于管道、电缆和容器顶部和底部之间的通道。用于连接管道和电缆及带有入口舱盖的穹顶直接布置在双舱壁上方。
当货物容器安装和适配到船壳的鞍座支承结构上时,货物容器具有环境温度。然而,当货物容器在第一次加载货物(例如LNG)冷却时,30米直径的钢制容器其直径会收缩约60mm。至少从理论上讲,容器可能部分地从原来的接触表面偏离到鞍座支承件,当船舶在海上颠簸时,不可以忽略容器其后沿横向方向变得不稳定的风险。
通过锁定穹顶(每个容器两个)来阻止横向运动,使容器始终保持在相同的横向位置中,以此可消除这种风险。
双制荡舱壁上方的穹顶结构能够在该穹顶内布置内部的加固板,并在制荡舱壁平面内在穹顶处布置外部支架。这能够使连接到圆形制荡舱壁的穹顶结构抵抗所有主要的横向力,并将力传递到周围的甲板结构上。穹顶和甲板结构之间特别布置的绝热中间材料的系统,允许横向力通过穹顶从货物容器传递到周围甲板结构。中间材料的布置还要注意要求的由货物容器温度变化引起的垂直和纵向运动。在后穹顶处,对货物容器的垂直运动布置了所要求的可能性。在前穹顶处,对货物容器的垂直和纵向运动布置了所要求的可能性。如果船舶易于下陷和拱起,那么,后穹顶也可允许一定的纵向运动。
本发明设计理念的另一优点是,可以在带有嵌入的舱壁/框架的支承件处形成有精确圆度的圆筒形部分。圆形和打孔的舱壁可以最初用超尺寸进行构造和全焊接,最终焊接之后,可测量该舱壁,作出记号并切割到准确的要求直径,可以实现和确保准确的圆度。作为下一步,可将邻近的壳板焊接到圆形和打孔的舱壁和毗邻的框架结构上,仍可保持准确的圆度。
由于容器在支承件处有准确的圆度,可便于容器与船壳的鞍座结构适配。
另一新提出的项目是,沿着容器和船壳之间的鞍座结构周界设置压力传感器。可连续地监测鞍座上的压力载荷,并还可与沿支承系统周界的预先计算的载荷进行比较。
附图说明
为了更好地理解本发明,下面将参照附图中示意地所示的示范实施例来详细地描述本发明,其中
图1A和1B分别是实施本发明的LNG运输船的侧视图和平面图;
图2A和2B是沿图1中线A-A的截面图,示出本发明两个单独的实施例;
图3是沿图2A和2B中线B-B的截面图;
图4示出图3中放大比例的细节3;
图5A和5B示出图1中放大比例的细节1;以及
图6A和6B示出图1中放大比例的细节2。
具体实施方式
图1A和1B示出总货物容量约为145.000m3的LNG运输船1的总布置平面图,其有三个圆筒形货物容器。
图2A和2B示出通过船舶和通过货物容器的横截面图(见图1A截面A-A),所显示的截面介于一个货物容器的多个支承件之一处的打孔舱壁3之间。
这些图显示出对位于圆形打孔舱壁之间的框架的两个备选的结构布置/方案。
图2A所示位于其间的框架由垂直板梁4和水平板梁5组成。
外面布置一个同心环形梁6,该同心环形梁6和容器2的壳板2之间布置了径向梁7。为优化壳板与梁之间的力传递,重要的是,力垂直地朝向壳板传递。
图2B所示位于其间的框架由同心的环形梁6和径向梁7组成。
对于两个图/备选方案,图中示意地示出梯子8及容器顶部和底部之间的管道/电缆9。
两个图/备选方案在原理上显示了舱壁内的打孔/开口10,舱壁内的打孔/开口的最终数量/位置将需进一步考虑/计算,以使容器在海上晃动时作用在舱壁和壳板上的最小载荷/应力达到最佳结果。
两个图/备选方案显示货物容器设置有外部绝热件11、鞍座支承件12、以及鞍座支承件和货物容器之间的绝缘载重材料13。
图3示出图2A和2B中所示的截面B-B,并显示两个彼此离开一定距离的打孔舱壁3。该距离在上文中已经指出为1-4米范围之内。该图还显示将容器锁定在鞍座支承件上的原理,以阻止其在一个支承件上沿纵向方向运动。在另一支承件上,容器2可沿纵向方向自由滑动。
图3还示出垂直梁和水平梁(包括同心梁)设置有多个开口10和14,这些开口让液体货物自由流动,允许进入到圆形舱壁之间的所有空间。
图4示出图3中的细节3,并显示力(主要因晃动引起)传递结构,这些力沿纵向方向从舱壁3和径向板7传递到外壳板17。
在容器内部还显示出位于舱壁3和外壳17之间过渡处的支架15,在同一平面外面显示了支架16。该两个支架被剪断和放置到壳板终止处的零线上。此外,外部支架18显示在支承区域内,并显示在与其它支架15和16及内部径向板7相同的径向平面内。后面提到支架18的结构特征在于,割开容器和鞍座支承件之间中间材料13内的用于支架的空间。为沿纵向方向锁定容器,多个扁平杆棒19沿周界外部地布置在容器支承区域。
对应的多个扁平杆棒20布置在鞍座支承件12上,用于将中间材料13锁定到鞍座支承件12和周围的船壳1上。
图1A上的细节1在图5A和图5B中显示沿横向方向和纵向方向将容器2锁定在后穹顶23处的原理。同心环21固定到船壳1,而同心环22固定在后穹顶23,该两个同心环之间的表面用作为滑动表面,滑动表面用于后穹顶23因容器2温度变化引起的垂直移动。这些同心环的材料质量可与应用在货物容器和鞍座支承件之间的材料相同。
然而,后穹顶23和容器2对于横向和纵向运动都予以锁定,船舶在海上时作用在货物容器2上的动态力,通过后穹顶23和同心环21和22传递到船壳1。为了承受和传递这些力,后穹顶23用垂直加强板24和水平加强板25进行内部加强。
垂直加强板24假定布置在与两个圆形制荡舱壁3相同平面内,在该同一平面内还布置了后穹顶23和容器壳板17之间的支架26,以减小传力中的应力集中。
图5B主要示出图5A中所示的截面C-C。
图1A上的细节2在图6A和图6B中显示沿横向方向将容器2锁定在前穹顶29处并同时确保前穹顶29和容器2因温度变化沿垂直和纵向方向自由移动的原理。中间元件27和28布置在前穹顶和周围船壳1之间。内元件27固定到穹顶,而外元件28(两个单独件)固定到船壳1,内元件27和外元件29的连接表面用作为滑动表面,滑动表面用于前穹顶29因容器2温度变化引起的垂直和纵向移动。这些中间元件的材料质量可与应用在货物容器和鞍座支承件之间的材料相同。
然而,通过所示的结构布置,前穹顶29和容器2对于横向运动予以锁定,作用在货物容器2上的动态力,通过前穹顶29和中间元件27和28从容器2传递到船壳1。为了承受和传递这些力,前穹顶29用垂直加强板30和水平加强板31进行内部加强。
垂直加强板30假定布置在与两个圆形制荡舱壁3相同平面内。
在该同一平面内还布置了前穹顶29和容器壳板17之间的支架32,以减小传力中的应力集中。
图6B主要示出图6A中所示的截面D-D。
应该理解到,本发明不局限于上述示范的实施例,但技术人员可在附后权利要求书范围内进行改变和修改。
Claims (12)
1.一种用于船上的运输低温液化气的水平的和大致圆筒形的容器(2)的结构,其中,所述容器(2)支承在船上的至少两个支承件(12)上,而且,所述容器具有包括打孔和加固的舱壁的内部加强件,其特征在于,所述内部加强件包括两个邻近的圆形和打孔的舱壁(3),并且,交叉加固件(4-7)的框架系统布置和焊接到中间空间中的所述舱壁上。
2.如权利要求1所述的结构,其特征在于,后穹顶(23)布置在后货物容器鞍座支承件处与两个邻近的圆形和打孔舱壁(3)连接,以使所述后穹顶通过内部加强件(24、25)和与舱壁(3)对齐的外部支架(26)能经由中间元件(22、23)将货物容器(2)之间的横向力和纵向力传递到船壳(1),同时允许所述后穹顶(23)沿垂直方向滑动。
3.如权利要求1或2所述的结构,其特征在于,前穹顶(29)布置在前货物容器鞍座支承件处与两个邻近的圆形和打孔舱壁(3)连接,以使所述前穹顶通过内部加强件(30)和与舱壁(3)对齐的外部支架(32)能经由中间元件(27、28)将货物容器(2)之间的横向力传递到船壳(1),同时允许所述前穹顶(29)沿垂直方向和纵向方向滑动。
4.如权利要求1所述的结构,其特征在于,所述舱壁(3)具有由最近梁(4-7)限定的对应舱壁的开口(10)面积。
5.如权利要求1或4所述的结构,其特征在于,利用所述舱壁(3)之间的空间来保护管道、电缆(9)的走线,并提供所述容器顶部和底部之间的通道(8)。
6.如权利要求1、4或5所述的结构,其特征在于,所述加固件包括切向定向的板和径向定向的板(6、7)。
7.如权利要求6所述的结构,其特征在于,加固件还包括垂直板和水平板(4、5)。
8.如权利要求6或7所述的结构,其特征在于,所述加固板(4-7)中的至少一些加固板设置有开口(14)。
9.如上述权利要求中任何一项所述的结构,其特征在于,支承系统是带有承载绝缘材料(13)的鞍座型支承件(12),所述支承件的长度与所述内部舱壁(3)之间的距离相同,中间材料(13)通过焊接到所述容器(2)的所述外壳(17)的扁平杆棒凸缘(19)锁定运动并用较佳地剪断的支架(16、18)进行加强,剪断的支架(15)也设置在容器(2)的所述外壳(17)和所述舱壁(3)之间。
10.如权利要求9所述的结构,其特征在于,沿支承系统周界设置和布置压力传感器,连续地监测和记录从容器到支承件的垂直压力。
11.如上述权利要求中任何一项所述的结构,其特征在于,所述容器(2)具有的货物体积在40.000-60.000m3范围内,其中,支承件处的所述邻近舱壁(3)之间的距离较佳地在1-4米范围内。
12.一种构造船上的用于运输低温液化气的大致圆筒形容器的方法,所述容器(2)设置有至少两个区域,以便支承在所述船(1)上,每个区域具有包括圆形打孔的舱壁的内部加强件,其特征在于,将所述加强件做成两个邻近的打孔舱壁(3)的形式,并加工成具有过大的直径,将交叉加固件(4-7)的框架焊接在所述舱壁(3)之间,此后,将所述舱壁(3)和外加固件(7)切割到准确的直径和圆度,然后将所述容器(2)的壳板(17)焊接到所述舱壁(3)和外加固件(7)上。
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CN102815375A (zh) * | 2012-08-26 | 2012-12-12 | 中国葛洲坝集团机械船舶有限公司 | 一种液化氧气运输船 |
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CN117916151A (zh) | 2021-11-04 | 2024-04-19 | 三菱造船株式会社 | 储罐及船舶 |
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-
2006
- 2006-06-19 NO NO20062869A patent/NO327766B1/no not_active IP Right Cessation
-
2007
- 2007-06-19 JP JP2009516421A patent/JP5269778B2/ja not_active Expired - Fee Related
- 2007-06-19 CN CN2007800227780A patent/CN101473163B/zh not_active Expired - Fee Related
- 2007-06-19 RU RU2009100410/06A patent/RU2431076C2/ru not_active IP Right Cessation
- 2007-06-19 MY MYPI20085094A patent/MY154944A/en unknown
- 2007-06-19 AT AT07747666T patent/ATE498800T1/de not_active IP Right Cessation
- 2007-06-19 DE DE602007012544T patent/DE602007012544D1/de active Active
- 2007-06-19 KR KR1020097000954A patent/KR101257141B1/ko not_active IP Right Cessation
- 2007-06-19 PL PL07747666T patent/PL2035742T3/pl unknown
- 2007-06-19 ES ES07747666T patent/ES2360736T3/es active Active
- 2007-06-19 WO PCT/NO2007/000216 patent/WO2007148982A1/en active Application Filing
- 2007-06-19 EP EP07747666A patent/EP2035742B1/en not_active Not-in-force
- 2007-06-19 DK DK07747666.1T patent/DK2035742T3/da active
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
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CN103228529A (zh) * | 2010-08-24 | 2013-07-31 | 日本日联海洋株式会社 | 货箱的支承构造、浮体构造物及货箱的支承方法 |
CN104254726A (zh) * | 2011-12-05 | 2014-12-31 | 蓝波股份有限公司 | 使用粘度可变且不含溶剂的预聚物制剂制造压力容器的方法 |
CN102815375A (zh) * | 2012-08-26 | 2012-12-12 | 中国葛洲坝集团机械船舶有限公司 | 一种液化氧气运输船 |
CN105263826A (zh) * | 2013-06-07 | 2016-01-20 | 气体运输技术公司 | 用于制造用于储存流体的船舶的热绝缘的自支撑壳体的方法以及由此制造的自支撑壳体 |
CN105263826B (zh) * | 2013-06-07 | 2018-02-13 | 气体运输技术公司 | 用于制造用于储存流体的船舶的热绝缘的自支撑壳体的方法以及由此制造的自支撑壳体 |
CN103448874A (zh) * | 2013-09-21 | 2013-12-18 | 中海工业(江苏)有限公司 | 具有自平衡的用于运输液化石油气的罐装船舶 |
CN105570682A (zh) * | 2014-11-07 | 2016-05-11 | 中集船舶海洋工程设计研究院有限公司 | 液货罐及lng船 |
CN105570682B (zh) * | 2014-11-07 | 2019-10-18 | 中集船舶海洋工程设计研究院有限公司 | 液货罐及lng船 |
CN106275282A (zh) * | 2015-05-18 | 2017-01-04 | 江南造船(集团)有限责任公司 | 液化气船甲板上的c型液罐支承结构 |
CN104908891A (zh) * | 2015-06-17 | 2015-09-16 | 大连理工大学 | 一种c型lng液舱的制荡装置 |
Also Published As
Publication number | Publication date |
---|---|
NO327766B1 (no) | 2009-09-21 |
PL2035742T3 (pl) | 2011-07-29 |
WO2007148982A1 (en) | 2007-12-27 |
NO20062869L (no) | 2007-12-20 |
EP2035742A1 (en) | 2009-03-18 |
KR101257141B1 (ko) | 2013-04-22 |
DK2035742T3 (da) | 2011-04-18 |
EP2035742A4 (en) | 2010-01-06 |
JP5269778B2 (ja) | 2013-08-21 |
EP2035742B1 (en) | 2011-02-16 |
ES2360736T3 (es) | 2011-06-08 |
JP2009541118A (ja) | 2009-11-26 |
MY154944A (en) | 2015-08-28 |
CN101473163B (zh) | 2011-02-09 |
RU2009100410A (ru) | 2010-07-27 |
DE602007012544D1 (de) | 2011-03-31 |
RU2431076C2 (ru) | 2011-10-10 |
KR20090032087A (ko) | 2009-03-31 |
ATE498800T1 (de) | 2011-03-15 |
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