CN111634372A - Independent liquid cargo hold containment system and liquefied gas carrier - Google Patents
Independent liquid cargo hold containment system and liquefied gas carrier Download PDFInfo
- Publication number
- CN111634372A CN111634372A CN202010536912.6A CN202010536912A CN111634372A CN 111634372 A CN111634372 A CN 111634372A CN 202010536912 A CN202010536912 A CN 202010536912A CN 111634372 A CN111634372 A CN 111634372A
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- cargo tank
- independent
- containment system
- tank
- cargo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
- B63B11/02—Arrangement of bulkheads, e.g. defining cargo spaces
Abstract
The application discloses independent cargo tank containment system and liquefied gas carrier. The independent liquid cargo hold containment system comprises: the first ship body structure comprises a main deck and a cargo hold, wherein an opening of the cargo hold is formed in the main deck; the second ship body structure is used for covering the opening of the cargo hold and is provided with a concave cavity with a downward opening, and the cavity bottom of the concave cavity is higher than the upper surface of the main deck by a preset height; the cargo tank and the recessed cavity together form an accommodation chamber for accommodating the separate cargo tank. The independent liquid cargo hold containment system in the application can increase the hold capacity of the liquid cargo hold on the premise of not changing the structure or height of the main deck, and avoids increasing the draught of the ship, so that the port applicability of the ship is better.
Description
Technical Field
The invention relates to the technical field of liquefied gas carrier transportation, in particular to an independent liquid cargo hold containment system and a liquefied gas carrier using the same.
Background
The liquefied gas carrier is a high value-added ship, and can be roughly divided into three types according to different storage and transportation modes of liquefied gas: full pressure type, semi-cold semi-pressure type and full cold type. The cargo of the liquefied gas carrier is loaded in an independent liquid cargo tank covered by an insulating material in a state of lower than normal temperature, and the liquefied gas carrier is also provided with a reliquefaction device for controlling the temperature/pressure of the cargo.
The independent cargo tank does not form a part of the ship structure, is self-supporting and can bear the self weight and the static and dynamic loads generated by the cargo. There are 3 different types of independent cargo tanks, type A, type B and type C. The shape of a liquid tank of the A-type independent liquid cargo tank is generally a rhombohedra, and the A-type independent liquid cargo tank is used for a full-cold liquefied gas carrier; the common liquid tank of the B-type independent liquid tank is spherical or rhombic; the liquid tank of the C-type independent liquid cargo tank is generally a cylindrical horizontal tank or a spherical tank.
The difference between the existing A-type cargo tank and the B-type cargo tank is that the A-type cargo tank is completely arranged in the cargo tank of the ship structure, and the B-type cargo tank is partially arranged in the cargo tank. The cross section of the A-type liquid cargo tank is regular diamond, and the cross section of the liquid cargo tank is correspondingly changed due to the linear change of the head end and the tail end, so that the cross section is matched with the structure of the ship body, and the capacity of the tank is as large as possible. From the above, the capacity of the rhombic liquid cargo tank is limited by the volume of the cargo tank of the ship structure, the height of the main deck in the ship structure cannot be easily changed, and how to increase the capacity of the independent liquid cargo tank to have higher transportation capacity under the condition of not changing the height of the main deck becomes a research and development hotspot in the field.
Disclosure of Invention
The invention provides a liquid cargo hold containment system which can increase the capacity of an independent liquid cargo hold under the condition of not changing the height of a main deck in a hull structure so as to enable the independent liquid cargo hold to have higher transportation capacity.
In a first aspect, an embodiment of the present invention provides a cargo tank containment system, which includes:
the first ship body structure comprises a main deck and a cargo hold, wherein an opening of the cargo hold is formed in the main deck;
the second ship body structure is used for covering the opening of the cargo hold and is provided with a concave cavity with a downward opening, and the cavity bottom of the concave cavity is higher than the upper surface of the main deck by a preset height;
the cargo tank and the recessed cavity together form an accommodation chamber for accommodating the separate cargo tank.
In the implementation process, the first ship structure comprises a main deck and a cargo hold, the second ship structure is covered on an opening of the cargo hold, a cavity with the cavity bottom higher than the preset height of the upper surface of the main deck is arranged on the second ship structure, and the total space formed by the cavity and the cargo hold is used for accommodating the independent cargo tank. The structure of this application to main deck and cargo hold does not carry out the change of structure, but adds the second hull structure in the top of main deck, and the second hull structure has the cavity of increase accommodation space for the space that holds the cargo tank increases, then the hold of cargo tank also can increase thereupon. Therefore, the independent liquid cargo hold containment system can increase the hold capacity of the liquid cargo hold on the premise of not changing the structure or height of the main deck, thereby avoiding increasing the air draft of the ship and ensuring that the port applicability of the ship is better.
In one embodiment, the second hull structure comprises a first structural layer, a second structural layer and an air interlayer between the first structural layer and the second structural layer.
In one embodiment, the independent cargo tank containment system further comprises:
and the vertical supports are uniformly distributed at the bottom of the containing cavity and are used for supporting the independent liquid cargo tank.
In one embodiment, the independent cargo tank containment system further comprises:
the first anti-rolling support is arranged in a gap between the top of the independent liquid cargo tank and the inner wall of the accommodating cavity;
the second anti-rolling support is arranged in a gap between the bottom of the independent liquid cargo tank and the inner wall of the accommodating cavity;
the central lines of the first anti-rolling support, the second anti-rolling support, the independent liquid cargo tank and the accommodating cavity are superposed; the first anti-rolling support and the second anti-rolling support are used for limiting relative movement between the independent liquid cargo tank and the accommodating cavity.
In one embodiment, the independent cargo tank containment system further comprises:
and the floating stopping device is arranged in a gap between the outer surface of the middle upper part of the independent liquid cargo tank and the inner wall of the accommodating cavity and is used for preventing the independent liquid cargo tank from floating after water enters the accommodating cavity.
In one embodiment, a reserved gap is arranged between the independent liquid cargo tank and the containing cavity to form a maintenance passage, and the length of the reserved gap is greater than or equal to 1 meter.
In one embodiment, the receiving chamber has the same shape as the separate tank.
In one embodiment, the bottom of the cargo hold is further provided with plumbing to which ballast piping may be disposed.
In one embodiment, the tank of the independent cargo tank is provided with a watertight longitudinal bulkhead.
According to another aspect of the application, there is also provided a liquefied gas carrier comprising a hull and an independent cargo tank containment system as defined in any one of the above provided on the hull.
Compared with the prior art, the invention has the beneficial effects that:
1. the independent liquid cargo hold containment system in the application can increase the hold capacity of the liquid cargo hold on the premise of not changing the structure or height of the main deck, and avoids increasing the draught of the ship, so that the port applicability of the ship is better.
2. The second hull structure adopts a double-layer structure with an air interlayer, and forms a double-layer fully-closed hull structure with the first hull structure, so that the load transferred to the hull by the independent cargo tank can be borne, the structural strength and the rigidity are better, and the evaporation rate BOR of the cargo tank can be effectively reduced.
3. The protection device in the containing cavity can prevent the independent liquid cargo tank from colliding with the inner wall of the containing cavity, and the safety of the independent liquid cargo tank in the transportation process is guaranteed.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic structural diagram of an independent liquid cargo compartment containment system according to an embodiment of the present application.
Illustration of the drawings:
100-a first hull structure; 110-a main deck; 120-cargo hold; 200-a second hull structure; 210-a cavity; 220-a first structural layer; 230-a second structural layer; 240-air interlayer; 300-vertical support; 400-a first anti-roll support; 500-a second anti-roll support; 600-a float-stopping device; 700-maintenance of the channel; 800-handling; 900-independent cargo tanks; 910-watertight mid-longitudinal bulkhead.
Detailed Description
The technical solutions of the embodiments of the present invention will be described in further detail with reference to the accompanying drawings, and these embodiments are only used for illustrating the present invention, but not for limiting the present invention.
It should be noted that the drawings provided in the present embodiment are only for illustrating the basic idea of the present invention, and the drawings only show the components related to the present invention rather than the number, shape and size of the components in actual implementation, and the type, quantity and proportion of the components in actual implementation may be changed arbitrarily, and the layout of the components may be more complicated.
For convenience of description, directions are defined herein as follows: along the height direction of the ship body, the direction from the top of the ship to the bottom of the ship is vertical, the direction pointing to the top of the ship is upward, and the direction pointing to the bottom of the ship is downward; the transverse direction is from the port to the starboard of the ship body along the width direction of the ship body; the longitudinal direction is from the fore to the stern along the length direction of the ship body. The above directional definitions are not intended to limit the structure of the present invention in any way.
According to one aspect of the present application, a self-contained liquid cargo tank containment system is provided.
FIG. 1 is a schematic structural diagram of an independent liquid cargo compartment containment system according to an embodiment of the present application. Referring to fig. 1, the independent cargo tank containment system includes a first hull structure 100 and a second hull structure 200.
The first hull structure 100 includes a main deck 110 and a cargo hold 120, and an opening of the cargo hold 120 is opened on the main deck 110. The second hull structure 200 is adapted to be covered over an opening of the cargo hold 120 and is provided with a cavity 210 having a downward opening, and a cavity bottom of the cavity 210 is higher than an upper surface of the main deck 110 by a predetermined height. The cargo tank 120 and the well 210 together form a containment chamber for containing the separate cargo tank 900.
The existing a-type independent cargo tank is usually located below the main deck 110, the draft required for the port is obtained by subtracting the draft value from the total height of the ship (usually the radar mast on the top of the superstructure on the main deck 110 is the highest point of the ship), and if the cargo tank capacity of the existing a-type independent cargo tank is increased, the profile depth is usually inevitably increased, namely the position of the main deck 110 is raised, so that the total height of the ship is increased, and further the draft of the liquefied gas carrier is increased. In the independent cargo tank containment system of the present application, the first hull structure 100 includes a main deck 110 and a cargo tank 120, the second hull structure 200 covers an opening of the cargo tank 120, a cavity 210 is formed in the second hull structure 200, the cavity bottom of the cavity is higher than the upper surface of the main deck 110 by a predetermined height, and the total space formed by the cavity 210 and the cargo tank 120 is used for accommodating the independent cargo tank 900. The structure of the main deck 110 and the cargo tank 120 is not changed, but the second hull structure 200 is additionally arranged above the main deck 110, and the second hull structure 200 is provided with the concave cavity 210 for increasing the accommodating space, so that the space for accommodating the cargo tank is increased, and the cargo capacity of the cargo tank can be increased accordingly. Therefore, the independent liquid cargo hold containment system can increase the hold capacity of the liquid cargo hold on the premise of not changing the structure or height of the main deck 110, thereby avoiding increasing the air draft of the ship and ensuring better port applicability of the ship.
In one embodiment, the second hull structure 200 includes a first structural layer 220, a second structural layer 230, and an air sandwich 240 between the first and second structural layers 220, 230.
A portion of the self-contained cargo tank 900 is located within the cargo tank 120. the cargo tank 120 is better able to prevent evaporation of the cargo tank 120 because the cargo tank 120 is located at a portion of the main deck 110 and below. The second hull structure 200 is located above the main deck 110 and is used to cover a portion of the independent cargo tank 900 other than the cargo tank 120. The air interlayer 240 is disposed between the first structural layer 220 and the second structural layer 230, and the air interlayer 240 has a large thermal resistance, so that evaporation of the liquefied gas can be prevented, and the evaporation rate BOR of the cargo tank 120 can be reduced. Meanwhile, the second hull structure 200 can bear the load transferred to the hull by the independent cargo tank 900, and compared with the existing single-layer hull structure in which the independent cargo tank 900 is only arranged at the cargo hold 120 of the main deck 110, the double-layer fully-closed hull structure has better strength and rigidity.
In one embodiment, the first structural layer 220 and the second structural layer 230 are each members of a plurality of steel plates in a predetermined shape. It should be noted that the shape of the concavity 210 in the second hull structure 200 is not particularly limited, and may be adapted according to the shape of the individual cargo tank 900. In one form of connection, the second hull structure 200 is welded to the first hull structure 100.
In one embodiment, the independent cargo tank containment system further comprises a plurality of vertical supports 300. Wherein, a plurality of vertical supports 300 are evenly distributed at the bottom of the accommodating cavity and are used for supporting the independent liquid cargo tank 900. The structure and the number of the vertical supports 300 are not specifically limited, and all the structures capable of supporting the independent liquid cargo tank 900 fall into the protection range of the application.
In one embodiment, referring to FIG. 1, the independent liquid cargo tank containment system further comprises a first anti-roll bracket 400 and a second anti-roll bracket 500. The first anti-rolling support 400 is arranged in the gap between the top of the independent liquid cargo tank and the inner wall of the accommodating cavity. The second anti-rolling support 500 is arranged in the gap between the bottom of the independent liquid cargo tank and the inner wall of the accommodating cavity. The primary function of providing the first and second anti-roll mounts 400, 500 at the top and bottom of the individual tank, respectively, is to limit the relative motion of the individual tank with the containment chamber as the hull rolls.
The first anti-roll support 400 and the second anti-roll support 500 must ensure that the independent cargo tank is tightly coupled to the inner wall of the receiving chamber without allowing a gap for the purpose of preventing the cargo tank 120 from rolling in the tank when the ship moves on waves. In consideration of the shrinkage deformation of the cargo tank 120 at low temperature, the center lines of the first anti-rolling support 400, the second anti-rolling support 500, the independent cargo tank and the accommodating cavity are superposed, because the shrinkage deformation of the independent cargo tank is almost zero at the center line of the accommodating cavity and can be ignored.
In one embodiment, the independent cargo tank containment system further comprises a float stop device 600. The floating stop device 600 is disposed in a gap between the outer surface of the middle upper portion of the independent cargo tank and the inner wall of the receiving chamber, and is used for preventing the independent cargo tank 900 from floating upwards after water enters the receiving chamber.
The main function of the floating stop device 600 is that in unexpected situations and when the cargo tank 120 is damaged and enters water, the vertical support 300 at the bottom of the cargo tank 120 only provides vertical support for the cargo tank and cannot limit the upward movement of the cargo tank, so that the independent cargo tank 900 floats upwards under the action of buoyancy, and can collide with a hull structure without the floating stop device 600, and the two components are damaged and damaged.
In one embodiment, a predetermined gap is provided between the independent cargo tank 900 and the receiving chamber to form the maintenance passage 700, and the predetermined gap has a length of 1 m or more. The maintenance passage 700 is used to facilitate the passage of maintenance personnel and the maintenance of equipment.
In one embodiment, the receiving chamber has the same shape as the individual cargo tank 900.
The shape of the accommodating cavity is the same as that of the independent liquid cargo tank 900, so that the independent liquid cargo tank 900 is matched with the accommodating cavity in structure, and the maximization of the tank capacity can be realized.
In one embodiment, the bottom of the cargo tank 120 is also provided with pipe chase 800, the pipe chase 800 being used to deploy ballast piping and the like.
In one embodiment, the individual tank 900 is diamond shaped in cross section and a watertight midspan bulkhead 910 is provided to increase the structural strength of the individual tank 900, limit sloshing of the liquid in the tank, and reduce the effect of free liquid level on vessel stability.
According to another aspect of the present invention there is also provided a liquefied gas carrier comprising a hull and an independent cargo tank containment system of any of the above constructions provided on the hull.
The liquefied gas carrier described in the present application may be a liquefied gas carrier that carries ethane, ethylene, and LNG.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the term "connected" is to be interpreted broadly, e.g. as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, it should be noted that the terms "first" and "second", etc. are used only for distinguishing the description, and are not intended to indicate or imply relative importance.
In the description of the present invention, it should be noted that the term "plurality" refers to two or more.
Claims (10)
1. An independent cargo tank containment system, comprising:
the first ship body structure comprises a main deck and a cargo hold, wherein an opening of the cargo hold is formed in the main deck;
the second ship body structure is used for covering the opening of the cargo hold and is provided with a concave cavity with a downward opening, and the cavity bottom of the concave cavity is higher than the upper surface of the main deck by a preset height;
the cargo tank and the recessed cavity together form an accommodation chamber for accommodating the separate cargo tank.
2. The independent cargo tank containment system of claim 1 wherein the second hull structure includes a first structural layer, a second structural layer, and an air sandwich between the first structural layer and the second structural layer.
3. The independent cargo tank containment system of claim 1 or 2 further comprising:
and the vertical supports are uniformly distributed at the bottom of the containing cavity and are used for supporting the independent liquid cargo tank.
4. The independent cargo tank containment system of claim 3 further comprising:
the first anti-rolling support is arranged in a gap between the top of the independent liquid cargo tank and the inner wall of the accommodating cavity;
the second anti-rolling support is arranged in a gap between the bottom of the independent liquid cargo tank and the inner wall of the accommodating cavity;
the central lines of the first anti-rolling support, the second anti-rolling support, the independent liquid cargo tank and the accommodating cavity are superposed; the first anti-rolling support and the second anti-rolling support are used for limiting relative movement between the independent liquid cargo tank and the accommodating cavity.
5. The independent cargo tank containment system of claim 4 further comprising:
and the floating stopping device is arranged in a gap between the outer surface of the middle upper part of the independent liquid cargo tank and the inner wall of the accommodating cavity and is used for preventing the independent liquid cargo tank from floating after water enters the accommodating cavity.
6. The individual cargo tank containment system of claim 3 wherein a clearance gap is provided between the individual cargo tank and the containment chamber to define a maintenance channel, the clearance gap having a length of 1 meter or more.
7. The individual cargo tank containment system of claim 6 wherein the containment chamber is shaped the same as the individual cargo tank.
8. The independent liquid cargo tank containment system of claim 1 wherein the bottom of the tank is further provided with tubing to which ballast piping can be placed.
9. The independent cargo tank containment system defined in claim 1 wherein the independent cargo tank has a watertight longitudinal bulkhead within the tank.
10. A liquefied gas carrier comprising a hull and an independent cargo tank containment system according to any one of claims 1 to 9 provided on said hull.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010536912.6A CN111634372A (en) | 2020-06-12 | 2020-06-12 | Independent liquid cargo hold containment system and liquefied gas carrier |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010536912.6A CN111634372A (en) | 2020-06-12 | 2020-06-12 | Independent liquid cargo hold containment system and liquefied gas carrier |
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| CN111634372A true CN111634372A (en) | 2020-09-08 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010536912.6A Pending CN111634372A (en) | 2020-06-12 | 2020-06-12 | Independent liquid cargo hold containment system and liquefied gas carrier |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112977726A (en) * | 2021-03-22 | 2021-06-18 | 江南造船(集团)有限责任公司 | Liquefied gas carrier |
| CN114132431A (en) * | 2022-01-07 | 2022-03-04 | 江南造船(集团)有限责任公司 | Convex deck structure and liquefied gas carrier |
| CN114379704A (en) * | 2021-12-16 | 2022-04-22 | 沪东中华造船(集团)有限公司 | Method and device for arranging B-type liquid cargo tank in bow area of LNG ship |
| CN115199941A (en) * | 2022-08-25 | 2022-10-18 | 江南造船(集团)有限责任公司 | Liquid cargo hold containment system and control method thereof |
| CN115289387A (en) * | 2022-08-25 | 2022-11-04 | 江南造船(集团)有限责任公司 | Liquid cargo hold containment monitoring system and control method thereof |
| WO2023112795A1 (en) * | 2021-12-13 | 2023-06-22 | 川崎重工業株式会社 | Floating structure |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112977726A (en) * | 2021-03-22 | 2021-06-18 | 江南造船(集团)有限责任公司 | Liquefied gas carrier |
| WO2023112795A1 (en) * | 2021-12-13 | 2023-06-22 | 川崎重工業株式会社 | Floating structure |
| CN114379704A (en) * | 2021-12-16 | 2022-04-22 | 沪东中华造船(集团)有限公司 | Method and device for arranging B-type liquid cargo tank in bow area of LNG ship |
| CN114379704B (en) * | 2021-12-16 | 2024-03-26 | 沪东中华造船(集团)有限公司 | Method and device for arranging B-type cargo tank in bow area of LNG ship |
| CN114132431A (en) * | 2022-01-07 | 2022-03-04 | 江南造船(集团)有限责任公司 | Convex deck structure and liquefied gas carrier |
| CN115199941A (en) * | 2022-08-25 | 2022-10-18 | 江南造船(集团)有限责任公司 | Liquid cargo hold containment system and control method thereof |
| CN115289387A (en) * | 2022-08-25 | 2022-11-04 | 江南造船(集团)有限责任公司 | Liquid cargo hold containment monitoring system and control method thereof |
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Application publication date: 20200908 |