CN114787030A - Ship with a ship body - Google Patents

Ship with a ship body Download PDF

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Publication number
CN114787030A
CN114787030A CN202080086954.2A CN202080086954A CN114787030A CN 114787030 A CN114787030 A CN 114787030A CN 202080086954 A CN202080086954 A CN 202080086954A CN 114787030 A CN114787030 A CN 114787030A
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CN
China
Prior art keywords
tank
sub
cargo
pressure
main
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202080086954.2A
Other languages
Chinese (zh)
Inventor
石田聪成
森本晋介
小形俊夫
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Shipbuilding Co Ltd
Original Assignee
Mitsubishi Shipbuilding Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Shipbuilding Co Ltd filed Critical Mitsubishi Shipbuilding Co Ltd
Publication of CN114787030A publication Critical patent/CN114787030A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • B63B25/14—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed pressurised
    • 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
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C6/00—Methods and apparatus for filling vessels not under pressure with liquefied or solidified gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • 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
    • B63B2025/087—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid comprising self-contained tanks installed in the ship structure as separate units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0104—Shape cylindrical
    • F17C2201/0109—Shape cylindrical with exteriorly curved end-piece
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/052—Size large (>1000 m3)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/054—Size medium (>1 m3)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/01—Pure fluids
    • F17C2221/013—Carbone dioxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/033—Small pressure, e.g. for liquefied gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0107—Propulsion of the fluid by pressurising the ullage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0128—Propulsion of the fluid with pumps or compressors
    • F17C2227/0135—Pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0367—Localisation of heat exchange
    • F17C2227/0388—Localisation of heat exchange separate
    • F17C2227/0393—Localisation of heat exchange separate using a vaporiser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/04—Methods for emptying or filling
    • F17C2227/047—Methods for emptying or filling by repeating a process cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/01—Intermediate tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Abstract

A ship is provided with: a hull having a pair of sides; a main storage tank which is provided in the hull and stores liquid or gaseous cargo; a sub tank having a smaller capacity than the main tank and having a higher pressure resistance than the main tank; a delivery pipe connected to the sub-tank and having a connection portion with the outside of the ship; the 1 st pipeline is connected with the main storage tank and the auxiliary storage tank; the 2 nd pipeline is connected with the main storage tank and the auxiliary storage tank; an evaporator which is provided only in the 2 nd pipeline of the 1 st pipeline and the 2 nd pipeline and evaporates a cargo liquid which is a liquid phase of the cargo to generate a cargo gas; and a pressure-feed unit that selects either the 1 st pipeline or the 2 nd pipeline and pressure-feeds the cargo liquid from the main tank to the sub tank.

Description

Ship with a ship body
Technical Field
The present invention relates to a ship.
The present application claims priority to japanese patent application No. 2019-229207 based on 12/19/2019, and the contents thereof are incorporated herein by reference.
Background
Patent document 1 discloses the following: in a ship that transports liquefied gas as a cargo, a cargo ship pump is used when discharging liquefied gas stored in a storage tank from the storage tank.
Prior art documents
Patent literature
Patent document 1: japanese patent No. 5769445
Disclosure of Invention
Technical problem to be solved by the invention
However, in the configuration described in patent document 1, in addition to the pressure of the liquefied gas stored in the storage tank, a pressure for pressure-feeding the liquefied gas is applied to the pump. Therefore, when the pressure of the liquefied gas stored in the storage tank is high, a large pressure resistance is required for the pump.
On the other hand, there is also a method of discharging the liquefied gas in the tank by applying pressure to the gas phase in the tank from the outside of the tank. In this case, however, the pressure from the outside is applied to the storage tank in addition to the pressure of the liquefied gas stored in the storage tank. Therefore, when the pressure of the liquefied gas stored in the storage tank is high, a large pressure resistance is required for the storage tank itself.
If the pressure resistance of the tank or the pump is increased in this manner, the cost increases. Further, if the tank itself is required to have a large pressure resistance, the tank is also prevented from being large in size.
The present invention has been made to solve the above problems, and an object thereof is to provide a ship in which an increase in cost can be suppressed and a tank can be increased in size.
Means for solving the technical problem
In order to solve the above problem, a ship according to the present invention includes a hull, a main tank, an auxiliary tank, a transfer pipe, a 1 st pipe, a 2 nd pipe, an evaporator, and a pressure-feed unit. The hull has a pair of sides. The main storage tank is arranged in the ship body. The main tank stores liquid or gaseous cargo. The sub-tank has a smaller capacity than the main tank and has a higher pressure resistance. The conveying pipeline is connected with the auxiliary storage tank. The conveying pipeline is provided with a connecting part with the outside of the ship. The 1 st pipeline is connected with the main storage tank and the auxiliary storage tank. The No. 2 pipeline is connected with the main storage tank and the auxiliary storage tank. The evaporator is provided only to the 2 nd pipe line of the 1 st pipe line and the 2 nd pipe line. The evaporator evaporates a liquid phase of the cargo, i.e., cargo liquid, to generate a cargo gas. The pressure-feed unit selects one of the 1 st and 2 nd pipelines and pressure-feeds the cargo liquid from the main tank to the sub tank.
Effects of the invention
According to the ship of the present invention, it is possible to achieve an increase in the size of the storage tank while suppressing an increase in cost.
Drawings
Fig. 1 is a plan view showing a schematic structure of a ship according to an embodiment of the present invention.
Fig. 2 is a diagram showing the configuration of a main tank, an auxiliary tank, and a piping system connecting the main tank and the auxiliary tank, which are provided in a ship according to an embodiment of the present invention.
Fig. 3 is a diagram showing the flow of gas when cargo liquid is transferred from the main tank to the sub tank in the ship according to the embodiment of the present invention.
Fig. 4 is a diagram showing a flow of gas when the cargo liquid in the sub-tank is discharged by the cargo gas in the ship according to the embodiment of the present invention.
Fig. 5 is a diagram showing the flow of gas when the pressure of the sub-tank is reduced and the cargo liquid is pumped by the pressure supplied from the sub-tank in the ship according to the embodiment of the present invention.
Fig. 6 is a diagram showing the flow of gas when cargo liquid is transferred from the main tank to the sub tank by the pressure supplied from the sub tank in the ship according to the embodiment of the present invention.
Detailed Description
A ship according to an embodiment of the present invention will be described below with reference to fig. 1 to 6.
(Hull Structure of Ship)
A ship 1 according to an embodiment of the present invention shown in fig. 1 transports a cargo G such as liquefied carbon dioxide. The ship 1 includes at least a hull 2, a main tank 10, a sub tank 20, and a piping system 100 (see fig. 2).
(Structure of the hull)
As shown in fig. 1, the hull 2 has a pair of sides 3A, 3B in the form of its hull, a bottom (not shown), and an exposed deck 5. The sides 3A and 3B include a pair of side outer plates forming port and starboard sides, respectively. The bottom (not shown) includes a bottom outer plate connecting the sides 3A and 3B. The hull of the hull 2 has a U-shape in cross section perpendicular to the fore-aft direction Da by the pair of sides 3A and 3B and the bottom (not shown). The exposed deck 5 is an all-through deck exposed to the outside. In the hull 2, an upper structure 7 having a residential area is formed on the exposed deck 5 on the stern 2b side.
In the hull 2, a cargo mounting area (hold) 8 is formed on the bow 2a side of the superstructure 7. The cargo mounting area 8 is recessed downward from the ship bottom (not shown) of the exposed deck 5 and opens upward.
(Structure of storage tank)
The main tank 10 and the sub-tank 20 are disposed in the cargo-mounting area 8. In this embodiment, for example, 2 main tanks 10 are arranged in the cargo-carrying area 8. For example, 3 sub tanks 20 are arranged in the cargo mounting area 8. The layout and the number of the sub tanks 20 and the main tank 10 in the cargo-mounting region 8 are not limited at all.
The sub-tank 20 has a smaller capacity than the main tank 10 and a higher pressure resistance. In other words, the sub-tank 20 is a small high-pressure tank. In contrast, the main tank 10 has a larger capacity and a lower pressure resistance than the sub tank 20, and is a so-called large low-pressure tank.
In this embodiment, the main tank 10 and the sub tank 20 are, for example, cylindrical and extend in the horizontal direction. Liquefied gas (hereinafter, simply referred to as cargo G) to be transported, such as liquefied carbon dioxide, is stored in the main tank 10 and the sub tank 20. Cargo liquid L, which is a liquid phase of the cargo G, is stored in a lower portion of the interior of the main tank 10 and the sub-tank 20. On the other hand, the cargo gas V, which is a gaseous phase of the cargo G generated by evaporation of the cargo liquid L, is stored in the upper portion of the main tank 10 and the sub tank 20. The main tank 10 and the sub tank 20 are not limited to the cylindrical shape, and the main tank 10 and the sub tank 20 may be spherical.
(Structure of piping System)
As shown in fig. 2, the piping system 100 includes a delivery pipe line 30, a 1 st pipe line 40, a 2 nd pipe line 50, an evaporator 55, a pressure-feed unit 60, and a pressure-feed pipe line 70.
(Structure of transfer piping)
The delivery line 30 is connected to the secondary tank 20. The transfer line 30 includes an external connection pipe 31 and an auxiliary tank connection pipe 32.
The external connection pipe 31 has a connection portion 31j with the outside of the ship at one end thereof. The connection portion 31j has a flange or the like, and is detachably connected with a delivery pipe (not shown) that delivers the cargo G (cargo liquid L) to a liquefied gas storage facility or the like outside the ship.
The sub-tank connection pipes 32 are connected to the sub-tanks 20, respectively. Each of the sub-tank connection pipes 32 branches (or merges) from the external connection pipe 31 and reaches the inside of the sub-tank 20. The lower end of each sub-tank connection pipe 32 is open at the lower portion in the sub-tank 20. Two opening/ closing valves 32v and 32w are provided in each sub tank connection pipe 32 at intervals in the pipe axis direction.
(structure of No. 1 pipe)
The 1 st pipe 40 connects the main tank 10 and the sub tank 20 (in this embodiment, the sub tank connection pipe 32). The 1 st pipe 40 includes a 1 st main tank connection pipe 41, a 1 st confluence pipe 42, and a 1 st branch pipe 43.
The 1 st main tank connection pipe 41 is provided to each main tank 10. Each of the 1 st main tank connection pipes 41 reaches the inside of the main tank 10 from the outside of the main tank 10. The lower end of the 1 st main tank connection pipe 41 is opened at the lower portion inside the main tank 10. Each of the 1 st main tank connection pipes 41 includes an on-off valve 41v outside the main tank 10.
A plurality of 1 st main tank connection pipes 41 connected to the main tanks 10 are connected to the 1 st confluence pipe 42. Thus, in this embodiment, the two 1 st main tank connection pipes 41 extending from the two main tanks 10 are connected to one end side of the 1 st confluence pipe 42.
The 1 st branch pipes 43 are provided in the same number as the sub-tanks 20. In this embodiment, three 1 st branch pipes 43 are provided. Each 1 st branch pipe 43 branches from the other end side of the 1 st confluence pipe 42. The 1 st branch pipe 43 is connected to the sub-tank connection pipe 32 extending from each sub-tank 20. Specifically, each 1 st branch pipe 43 is connected to an intermediate portion between the on-off valve 32v and the on-off valve 32w in the sub-tank connection pipe 32. An opening/closing valve 43v is provided in each 1 st branch pipe 43.
When the on-off valves 41v, 43v, 32v are opened, the 1 st pipe line 40 communicates between the inside of the main tank 10 and the inside of the sub tank 20. The 1 st branch pipe 43 may be directly connected to the sub-tank 20 without being connected to the sub-tank connection pipe 32. In fig. 2, the on-off valves are all shown with a blank space, but in fig. 3 to 6, the on-off valves in the open state are shown with a blank space, and the on-off valves in the closed state are shown with black paint.
(structure of No. 2 pipe)
The 2 nd pipe 50 connects the main tank 10 and the sub tank 20. The 2 nd pipeline 50 includes a 2 nd main tank connection pipe 51, a 2 nd confluence pipe 52, and a 2 nd branch pipe 53.
The 2 nd main tank connection pipe 51 is connected to each main tank 10. Each of the 2 nd main tank connection pipes 51 reaches the inside of the main tank 10 from the outside of the main tank 10. Each 2 nd main tank connection pipe 51 includes an on-off valve 51v outside the main tank 10.
A 2 nd main tank connection pipe 51 extending from each main tank 10 is connected to the 2 nd confluence pipe 52. That is, in this embodiment, the two 2 nd main tank connection pipes 51 extending from the two main tanks 10 are joined and connected to one end side of the single 2 nd confluence pipe 52.
The 2 nd branch pipes 53 are provided in the same number as the sub-tanks 20. In this embodiment, three 2 nd branch pipes 53 are provided. The 2 nd branch pipes 53 are branched and extended from the other end side of the 2 nd confluence pipe 52. The 2 nd branch pipes 53 are connected to the sub-tanks 20. The lower end of each of the 2 nd branch pipes 53 opens at an upper portion (for example, an uppermost upper end portion) in the sub-tank 20. An opening/closing valve 53v is provided in each 2 nd branch pipe 53.
(Structure of evaporator)
The evaporator 55 is provided only in the 2 nd pipe 50 out of the 1 st pipe 40 and the 2 nd pipe 50. The evaporator 55 in this embodiment exemplifies a case where the 2 nd flow-joining pipe 52 is provided in the 2 nd pipe 50. The evaporator 55 vaporizes (adiabatically expands) the cargo liquid L flowing through the 2 nd pipeline 50 to generate a cargo gas V. The evaporator 55 uses seawater extracted from the outside of the ship, steam generated in the hull 2, or the like as a heat source to evaporate the cargo liquid L. The 2 nd flow-joining pipe 52 is provided with opening/ closing valves 52v, 52w before and after the evaporator 55.
When the on-off valves 51v, 52w, and 53v are opened, the 2 nd pipe line 50 communicates between the inside of the main tank 10 and the inside of the sub tank 20.
(construction of pressure-feed section)
The pumping unit 60 sends the cargo liquid L stored in the main tank 10 to the 2 nd main tank connection pipe 51. As the pressure-feed unit 60, a pump such as a rotary pump can be used, for example. The pressure-feed unit 60 is connected to the 2 nd main tank connection pipe 51 of the 2 nd pipe 50. More specifically, the pumping unit 60 is provided at the lower end of the 2 nd main tank connection pipe 51 in the main tank 10. The pumping unit 60 pumps and pumps the cargo liquid L in the main tank 10.
A connecting line 80 is provided between the 1 st line 40 and the 2 nd line 50. The connecting line 80 connects the 1 st line 40 and the 2 nd line 50. One end of the connection pipe line 80 in this embodiment is connected to the 2 nd main tank connection pipe 51 between the pressure-feed unit 60 and the evaporator 55 in the 2 nd pipe line 50. More specifically, one end of the connection line 80 is connected to the 2 nd main tank connection pipe 51 between the on-off valve 51v and the on-off valve 52 v. The other end of the connection line 80 is connected to the 1 st main tank connection pipe 41 of the 1 st line 40. The other end of the connection line 80 is connected to the 1 st main tank connection pipe 41 on the sub tank 20 side of the on-off valve 41 v. The connection line 80 is provided with an on-off valve 80v that can switch (intermittently) between communication and non-communication between the 2 nd main tank connection pipe 51 and the 1 st main tank connection pipe 41.
(Structure of pressure line)
The pressurization line 70 communicably connects the main tank 10 and the sub tank 20. The upper portion of the sub tank 20 and the upper portion of the main tank 10 can communicate with each other through the pressurizing line 70. The pressure line 70 includes a sub-tank side pressure pipe 71, a pressure joint pipe 72, and a main-tank side pressure pipe 73.
The sub-tank side pressure pipes 71 are provided in the same number as the sub-tanks 20. That is, in this embodiment, three sub-tank side pressure pipes 71 are provided. Each sub-tank-side pressure pipe 71 in this embodiment branches from the 2 nd branch pipe 53. More specifically, each sub-tank side pressure pipe 71 is connected to the 2 nd branch pipe 53 between the sub-tank 20 and the opening/closing valve 53 v. An on-off valve 71v is provided in each sub-tank side pressure pipe 71. The sub-tank side pressure pipe 71 may be connected directly to the sub-tank 20 without being connected to the 2 nd branch pipe 53.
The sub-tank side pressure pipes 71 are connected to the pressure joint pipe 72. That is, in this embodiment, three sub-tank side pressure pipes 71 extending from the three sub-tanks 20 are joined and connected to one end side of one pressure joint pipe 72.
The main tank side pressurization pipes 73 are provided in the same number as the main tanks 10. That is, in this embodiment, two main tank side pressurization pipes 73 are provided. Each main-tank-side pressure pipe 73 branches off from the other end of the pressure junction pipe 72. The main tank side pressure pipe 73 is connected to each main tank 10. The lower end of each main-tank-side pressure pipe 73 opens at an upper portion (for example, an uppermost upper end portion) in the sub-tank 20. Each main tank side pressure pipe 73 includes an opening/closing valve 73v outside the main tank 10.
By providing the piping system 100 as described above in the ship 1, the plurality of (three in this embodiment) sub tanks 20 are connected to one main tank 10 via the 1 st pipeline 40, the 2 nd pipeline 50, and the pressurization pipeline 70, respectively. A plurality of (two in this embodiment) main tanks 10 are connected to the plurality of sub tanks 20 via the 1 st pipe line 40, the 2 nd pipe line 50, and the pressurizing pipe line 70, respectively.
(transfer of cargo liquid from Main tank to auxiliary tank)
As shown in fig. 3, when the cargo liquid L in the main tank 10 is sent to the 2 nd main tank connection pipe 51 by the pressure-feeding unit 60 with the open/ close valves 51v and 80v in the open state and the open/ close valves 41v and 52v in the closed state, the cargo liquid L flows into the 1 st pipe 40 via the 2 nd main tank connection pipe 51 and the connection pipe 80. Then, the cargo liquid L is directly transferred to the side of the sub-tank 20 through the 1 st pipe 40.
On the sub tank 20 side, the cargo liquid L conveyed through the 1 st pipe line 40 can be supplied into the sub tank 20 by opening the on-off valves 43v and 32v and closing the on-off valve 32 w. This allows the cargo liquid L in the main tank 10 to be directly transferred into the sub tank 20 while remaining in a liquid state.
Further, when the on-off valve 43v is closed, the supply of the cargo liquid L conveyed through the 1 st pipe line 40 into the sub tank 20 can be blocked. This allows the cargo liquid L to be transferred from the main tank 10 to only a part of the plurality of sub tanks 20 without transferring the cargo liquid L to the other sub tanks 20.
In the example shown in fig. 3, the cargo liquid L is transferred from one main tank 10 to two sub-tanks 20, but the cargo liquid L may be transferred to only one sub-tank 20 or to all sub-tanks 20.
(cargo liquid discharging the auxiliary tank through cargo gas)
As shown in fig. 4, when the cargo liquid L in the main tank 10 is sent to the 2 nd main tank connection pipe 51 by the pumping unit 60 with the opening/ closing valves 51v, 52v, and 52w in the open state and the opening/ closing valves 41v and 80v in the closed state, the cargo liquid L is sent to the sub tank 20 side through the 2 nd pipe line 50. The cargo liquid L is vaporized by the evaporator 55 provided in the 2 nd flow joining pipe 52, and the cargo gas V is generated. The generated cargo gas V is delivered to the side of the secondary tank 20 through the 2 nd pipe 50.
On the sub tank 20 side, when the opening/closing valve 53V is opened, the cargo gas V sent through the 1 st pipe line 40 is introduced into the sub tank 20.
The volume of the cargo gas V generated from the cargo liquid L is significantly increased as compared with the state in which the cargo liquid L is present. When the cargo gas V is introduced into the sub-tank 20, the pressure in the sub-tank 20 increases. Thereby, the cargo liquid L is pushed out from the sub-tank 20 and discharged overboard through the transfer line 30.
Here, when the on-off valve 53V is closed, the introduction of the cargo gas V conveyed through the 1 st pipe line 40 into the sub tank 20 can be blocked. Thus, the cargo gas V from the main tank 10 can be introduced into only a part of the plurality of sub-tanks 20, and the cargo gas V is not transferred to the other sub-tanks 20.
In the example shown in fig. 4, the cargo gas V is sent from one main tank 10 to two sub tanks 20, but the cargo gas V may be sent to only one sub tank 20 or all (in other words, three or more) sub tanks 20, and the cargo gas V from the sub tanks 20 may be discharged.
(decompression of the auxiliary storage tank)
As described above, after the cargo liquid L in the sub-tank 20 is discharged, the cargo gas V remains in the sub-tank 20. A high pressure state is maintained in the secondary tank 20 by the cargo gas V. In this way, in the state where the pressure in the sub tank 20 is higher than the pressure in the main tank 10, as shown in fig. 5, the opening and closing valves 71v, 73v are opened, and the opening and closing valves 32v, 52v are closed. Then, the upper portion inside the sub tank 20 and the upper portion inside the main tank 10 communicate with each other via the pressurization line 70, and the cargo gas V inside the sub tank 20 flows into the main tank 10. This allows the pressure inside the sub tank 20 to be reduced.
(cargo liquid is pumped by pressure supplied from the sub tank)
As described above, when the cargo gas V in the sub-tank 20 flows into the main tank 10 by performing the pressure reduction process of the sub-tank 20, the pressure of the gas phase (cargo gas V) in the main tank 10 increases. Then, the pressurized cargo gas V is obtained, and the cargo liquid L located below the cargo gas V in the main tank 10 is pressed down.
At this time, when the cargo liquid L pressure-fed by the pressure-feed section 60 is vaporized by the evaporator 55 to generate the cargo gas V in the same manner as in fig. 4, the generated cargo gas V is fed to the other sub-tank 20 different from the sub-tank 20 that is being subjected to the pressure reduction processing, as shown in fig. 5. Then, the cargo liquid L in the sub-tank 20 into which the cargo gas V is fed is pressurized, and the cargo liquid L can be discharged to the outside of the ship.
In this case, by using the pressure of the cargo gas V from the sub-tank 20 subjected to the depressurization process, the pressure applied to the cargo liquid L by the pressure-feed unit 60 may be smaller than that in the case of pressure-feeding only by the pressure-feed unit 60.
(cargo liquid is transferred from the main tank to the auxiliary tank by pressure supplied from the auxiliary tank)
As shown in fig. 6, the cargo gas V can be sent from the sub tank 20, which is being depressurized, to another main tank 10 (in fig. 6, the right main tank 10) different from the main tank 10 (in fig. 6, the left main tank 10) which is being subjected to the discharge process of the sub tank 20 by the pumping unit 60. For this reason, the on-off valves 71v, 73v, 41v, and 43v are opened in the other main tank 10. Then, in the other main tank 10, the cargo liquid L located below the cargo gas V in the main tank 10 is pushed down by the pressure of the cargo gas V flowing from the inside of the sub-tank 20 into the main tank 10. Thereby, the cargo liquid L is sent out from the main tank 10 through the 1 st pipe 40. The sent cargo liquid L is sent to the sub tank 20 (the left sub tank 20 in fig. 6) that is being depressurized and to another sub tank 20 (the left sub tank 20 in fig. 6) that is different from the sub tank 20 (the right sub tank 20 in fig. 6) that is being pressure-fed by the pressure-feeding unit 60.
(Effect)
The ship 1 of the above embodiment includes a hull 2, a main tank 10, a sub-tank 20, a transfer line 30, a 1 st line 40, a 2 nd line 50, an evaporator 55, and a pressure-feed unit 60. The sub-tank 20 has a smaller capacity than the main tank 10 and a higher pressure resistance. The 1 st pipe 40 connects the main tank 10 and the sub tank 20. The 2 nd pipe 50 connects the main tank 10 and the sub tank 20. The evaporator 55 is provided only in the 2 nd pipe 50 out of the 1 st pipe 40 and the 2 nd pipe 50. The evaporator 55 evaporates the cargo liquid L, which is a liquid phase of the cargo G, to generate a cargo gas V. The pressure-feed unit 60 selects either the 1 st pipe line 40 or the 2 nd pipe line 50 and pressure-feeds the cargo liquid L from the main tank 10 to the sub tank 20.
With such a configuration, when the cargo liquid L is pressure-fed from the main tank 10 to the sub tank 20 through the 2 nd pipe line 50 by the pressure-feeding unit 60, the pressure-fed cargo liquid L is evaporated by the evaporator 55 to generate the cargo gas V. Then, when the cargo gas V generated by the evaporator 55 is sent from the 2 nd pipe line 50 to the sub-tank 20, the pressure in the sub-tank 20 increases. Thereby, the cargo liquid L in the sub-tank 20 is pushed out and discharged overboard through the transfer line 30. In this way, the cargo liquid L in the sub-tank 20 is discharged by the pressure of the cargo gas V that has been pressure-fed from the main tank 10, and therefore the cargo liquid L can be discharged from the sub-tank 20 without using a pump.
The sub tank 20 has a smaller capacity than the main tank 10. Therefore, even if the sub-tank 20 is a tank having a high pressure resistance with respect to the pressure of the cargo gas V, the pressure resistance can be easily ensured compared to a case where the pressure resistance of the main tank 10 having a large capacity is equally improved, and the sub-tank can be manufactured at low cost. In contrast, since the pressure resistance of the main tank 10 is only required to be lower than that of the sub-tank 20, the main tank 10 can be easily increased in size. The pressure-feeding unit 60 pressure-feeds only the cargo liquid L that is vaporized by the evaporator 55 to generate the cargo gas V. Therefore, the pressure-feeding capability required of the pressure-feeding unit 60 may be smaller than that in the case of the cargo liquid L directly discharged overboard from the main tank 10. This can reduce the cost of the pressure-feed unit 60.
When the cargo liquid L is pressure-fed from the main tank 10 to the sub tank 20 through the 1 st pipe line 40 by the pressure-feeding unit 60, the pressure-fed cargo liquid L is directly fed into the sub tank 20 while remaining in a liquid state. Thereby, the cargo liquid L stored in the main tank 10 can be transferred to the sub tank 20. The cargo liquid L transferred to the sub-tank 20 is discharged by the pressure of the cargo gas V that is pressure-fed from the main tank 10 side as described above. That is, the total amount of the cargo liquid L in the main tank 10 and the sub tank 20 can be discharged by sequentially repeating the transfer of the cargo liquid L from the main tank 10 to the sub tank 20 and the discharge of the cargo liquid L from the sub tank 20 by the pressure of the cargo gas V pumped from the main tank 10 side.
Therefore, according to the ship 1, the tank can be increased in size while suppressing an increase in cost.
The ship 1 according to the above embodiment further includes a pressurizing line 70, and the pressurizing line 70 connects the upper portion of the inside of the sub tank 20 and the upper portion of the inside of the main tank 10, and pressurizes the inside of the main tank 10 by the pressure in the sub tank 20.
Thus, when the upper portion inside the sub tank 20 and the upper portion inside the main tank 10 are communicated with each other via the pressurization line 70, the gas phase (cargo gas V) inside the main tank 10 is pressurized by the pressure inside the sub tank 20. Then, the cargo liquid L located at the lower portion in the main tank 10 is pressurized by the pressurized cargo gas V, and the cargo liquid L can be transferred from the main tank 10 to the sub-tank 20 through the 1 st pipeline 40 or the 2 nd pipeline 50. Further, this also allows the cargo gas V in the sub-tank 20 to be depressurized.
In the ship 1 of the above embodiment, the plurality of sub-tanks 20 are further connected to one main tank 10 via the 1 st pipe line 40, the 2 nd pipe line 50, and the pressurizing pipe line 70, respectively.
As a result, in some of the plurality of sub tanks 20, while the inside of the main tank 10 is pressurized by the pressure of the cargo gas V in the sub tank 20, the transfer of the cargo liquid L from the main tank 10 or the feeding of the cargo gas V through the evaporator 55 by the pressure-feeding unit 60 can be performed to the other sub tanks 20.
Further, when the cargo liquid L is pumped by the pumping unit 60 while the main tank 10 is pressurized by the pressure of the cargo gas V in the sub tank 20, the pressure applied to the cargo liquid L by the pumping unit 60 may be smaller than that in the case where the cargo liquid L is pumped by only the pumping unit 60. Thus, the energy required to operate the pumping unit 60 is small.
In the ship 1 of the above embodiment, three or more sub tanks 20 are further provided, and the plurality of main tanks 10 are connected to the respective sub tanks 20 via the 1 st pipe line 40, the 2 nd pipe line 50, and the pressurizing pipe line 70, respectively.
In such a configuration, the cargo liquid L is transferred to the other sub-tank 20 among the plurality of sub-tanks 20 by pressurizing the main tank 10 with the pressure in one sub-tank 20 among the three or more sub-tanks 20, and the cargo gas V is generated to discharge the cargo liquid L in the other sub-tank 20 to the outside of the ship through the transfer pipe 30.
In this way, different processes can be performed in parallel by the plurality of sub tanks 20. This enables the cargo liquid L stored in the main tank 10 and the sub-tank 20 to be efficiently discharged overboard.
The ship 1 according to the above embodiment further includes a connecting line 80, and the connecting line 80 intermittently connects the 1 st pipeline 40 and the 2 nd pipeline 50.
This allows the cargo liquid L pumped by the pumping unit 60 to be delivered by selecting either the 1 st pipe line 40 or the 2 nd pipe line 50.
(other embodiments)
While the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to the embodiments, and design changes and the like are included within a scope not departing from the gist of the present invention.
In the above embodiment, two main tanks 10 and three sub tanks 20 are provided, but the number of main tanks 10 and sub tanks 20 may be equal to or greater than that. Further, although different processes may not be performed in parallel, one main tank 10 and one sub tank 20 may be provided.
The procedure for discharging the cargo liquid L described in the above embodiment is merely an example, and can be appropriately modified.
< appendix memory >
The ship 1 described in the embodiment can be understood as follows, for example.
(1) The ship 1 according to embodiment 1 includes: a hull 2 having a pair of sides 3A, 3B; a main storage tank 10 which is provided inside the hull 2 and stores cargo G of liquid or gas; a sub tank 20 having a smaller capacity than the main tank 10 and a higher pressure resistance than the main tank; a transfer line 30 connected to the sub-tank 20 and having a connection portion 31j to the outside of the ship; a 1 st pipe 40 connecting the main tank 10 and the sub tank 20; a 2 nd pipe 50 connecting the main tank 10 and the sub tank 20; an evaporator 55 that is provided only in the 2 nd pipeline 50 out of the 1 st pipeline 40 and the 2 nd pipeline 50 and evaporates a cargo liquid L that is a liquid phase of the cargo G to generate a cargo gas V; and a pressure-feed unit 60 that selects either one of the 1 st and 2 nd pipelines 40, 50 and pressure-feeds the cargo liquid L from the main tank 10 to the sub tank 20.
An example of the pressure-feed unit 60 is a pump.
When the cargo liquid L is pressure-fed from the main tank 10 to the sub tank 20 through the 2 nd pipeline 50 by the pressure-feeding unit 60 in the ship 1, the pressure-fed cargo liquid L is evaporated by the evaporator 55 to generate the cargo gas V. The volume of the cargo gas V generated from the cargo liquid L is significantly increased as compared with the state in which the cargo liquid L is present. When the cargo gas V is fed from the 2 nd pipeline 50 to the sub-tank 20, the pressure in the sub-tank 20 increases. Thereby, the cargo liquid L in the sub-tank 20 is pushed out and discharged overboard through the transfer line 30.
In this way, the cargo liquid L in the sub-tank 20 is discharged by the pressure of the cargo gas V that is pressure-fed from the main tank 10 side, and therefore the cargo liquid L can be discharged from the sub-tank 20 without using a pump. The sub tank 20 has a smaller capacity than the main tank 10. Therefore, even if the sub-tank 20 is a tank having a high pressure resistance with respect to the pressure of the cargo gas V, the pressure resistance can be easily ensured compared to a case where the pressure resistance of the main tank 10 having a large capacity is equally improved, and the sub-tank can be manufactured at low cost. In contrast, since the pressure resistance of the main tank 10 is lower than that of the sub-tank 20, the main tank 10 can be easily increased in size. The pressure-feeding unit 60 pressure-feeds only the cargo liquid L that is vaporized by the evaporator 55 to generate the cargo gas V. Therefore, the pressure-feeding capability required of the pressure-feeding unit 60 may be smaller than that in the case where the cargo liquid L is directly discharged from the main tank 10 to the outside of the ship. This can reduce the cost of the pumping unit 60.
When the cargo liquid L is pressure-fed from the main tank 10 to the sub tank 20 through the 1 st pipe line 40 by the pressure-feeding unit 60, the pressure-fed cargo liquid L is directly fed into the sub tank 20 while remaining in a liquid state. Thereby, the cargo liquid L stored in the main tank 10 can be transferred to the sub tank 20. The cargo liquid L transferred to the sub-tank 20 is discharged by the pressure of the cargo gas V that is pressure-fed from the main tank 10 side as described above. That is, the total amount of the cargo liquid L in the main tank 10 and the sub tank 20 can be discharged by sequentially repeating the transfer of the cargo liquid L from the main tank 10 to the sub tank 20 and the discharge of the cargo liquid L from the sub tank 20 by the pressure of the cargo gas V pumped from the main tank 10 side.
Therefore, according to the ship 1, the tank can be increased in size while suppressing an increase in cost.
(2) The ship 1 according to claim 2 is the ship 1 of (1), and further includes a pressurization line 70 that connects an upper portion in the sub tank 20 and an upper portion in the main tank 10, and pressurizes the inside of the main tank 10 by a pressure in the sub tank 20.
As described above, when the upper portion of the interior of the sub tank 20 and the upper portion of the interior of the main tank 10 are communicated with each other via the pressurization line 70, the interior of the main tank 10 is pressurized by the pressure in the sub tank 20. Then, the cargo liquid L located at the lower portion in the main tank 10 is pressurized by the pressurized cargo gas V, and the cargo liquid L can be transferred from the main tank 10 to the sub-tank 20 through the 1 st pipeline 40 or the 2 nd pipeline 50. Further, this also enables the cargo gas V in the sub-tank 20 to be depressurized.
(3) The vessel 1 according to claim 3 is a vessel 1 of (2) in which the plurality of sub-tanks 20 are connected to one main tank 10 via the 1 st pipeline 40, the 2 nd pipeline 50, and the pressurization pipeline 70, respectively.
Thus, in some of the plurality of sub tanks 20, while the inside of the main tank 10 is pressurized by the pressure of the cargo gas V in the sub tank 20, the cargo liquid L can be transferred from the main tank 10 to the other sub tanks 20 through the 1 st pipe line 40 by the pressure-feed unit 60 or the cargo gas V can be sent from the main tank 10 through the 2 nd pipe line 50 and the evaporator 55 by the pressure-feed unit 60.
When the cargo liquid L is pumped by the pumping unit 60 while the main tank 10 is pressurized by the pressure of the cargo gas V in the sub tank 20, the pressure applied to the cargo liquid L by the pumping unit 60 may be smaller than that in the case where the cargo liquid L is pumped only by the pumping unit 60. Thus, the energy required to operate the pumping unit 60 is small.
(4) The vessel 1 according to claim 4 is a vessel 1 of (3), wherein three or more of the sub-tanks 20 are provided, and the plurality of main tanks 10 are connected to the respective sub-tanks 20 via the 1 st pipeline 40, the 2 nd pipeline 50, and the pressurizing pipeline 70, respectively.
With this configuration, in the three or more sub-tanks 20, the opening of the residual pressure, the transfer of the cargo liquid L from the main tank 10, and the discharge of the cargo liquid L overboard can be performed in parallel. By sequentially performing these operations between the three or more sub tanks 20, the cargo liquid L stored in the main tank 10 and the sub tanks 20 can be efficiently discharged overboard.
(5) The ship 1 according to claim 5 is any one of the ships 1 to 4, wherein the pressure-feed unit 60 further includes a connection pipe line 80, the connection pipe line 80 is provided so as to be connected to the 2 nd pipe line 50, and the 1 st pipe line 40 and the 2 nd pipe line 50 are intermittently connectable between the pressure-feed unit 60 and the evaporator 55.
This allows the cargo liquid L pressure-fed by the pressure-feed unit 60 to be fed by selecting either the 1 st pipeline 40 or the 2 nd pipeline 50.
Industrial applicability
According to the ship of the present invention, it is possible to achieve an increase in the size of the storage tank while suppressing an increase in cost.
Description of the symbols
1-vessel, 2-hull, 2 a-bow, 2B-stern, 3A, 3B-topside, 5-exposed deck, 7-superstructure, 8-cargo-carrying area, 10-main tank, 20-sub tank, 30-transfer piping, 31-external connection pipe, 31 j-connection section, 32-sub tank connection pipe, 32v, 32w, 41v, 43v, 51v, 52w, 53v, 71v, 73v, 80 v-on-off valve, 40-1 st piping, 41-1 st main tank connection pipe, 42-1 st confluence pipe, 43-1 st branch pipe, 50-2 nd piping, 51-2 nd main tank connection pipe, 52-2 nd confluence pipe, 53-2 nd branch pipe, 55-evaporator, 60-pressure-feeding section, 70-a pressure pipeline, 71-an auxiliary storage tank side pressure pipe, 72-a pressure confluence pipe, 73-a main storage tank side pressure pipe, 80-a connecting pipeline, 100-a pipe system, G-cargo, L-cargo liquid and V-cargo gas.

Claims (5)

1. A ship is provided with:
a hull having a pair of sides;
a main storage tank disposed in the hull and storing liquid or gas cargo;
a sub tank having a smaller capacity than the main tank and having a higher pressure resistance than the main tank;
a transfer line connected to the sub-tank and having a connection portion with an outboard side;
the 1 st pipeline is used for connecting the main storage tank and the auxiliary storage tank;
a 2 nd pipeline connecting the main storage tank and the auxiliary storage tank;
an evaporator that is provided only in the 2 nd pipeline out of the 1 st pipeline and the 2 nd pipeline and evaporates a cargo liquid that is a liquid phase of the cargo to generate a cargo gas; and
and a pressure-feed unit that selects either one of the 1 st pipeline and the 2 nd pipeline and pressure-feeds the cargo liquid from the main tank to the sub tank.
2. The ship of claim 1, further comprising:
and a pressurizing pipeline which connects the upper part in the auxiliary storage tank with the upper part in the main storage tank and pressurizes the inside of the main storage tank through the pressure in the auxiliary storage tank.
3. The vessel according to claim 2, wherein,
the plurality of sub tanks are connected to one main tank via the 1 st pipe, the 2 nd pipe, and the pressurizing pipe, respectively.
4. The vessel according to claim 3,
the number of the auxiliary storage tanks is three or more, and the plurality of main storage tanks are connected to the auxiliary storage tanks via the 1 st pipeline, the 2 nd pipeline, and the pressurizing pipeline, respectively.
5. The vessel according to any one of claims 1 to 4,
the pressure feed section is provided so as to be connected to the 2 nd pipe,
the ship further includes a connection pipe line that intermittently connects the 1 st pipe line and the 2 nd pipe line between the pressure feed unit and the evaporator.
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AU2020409190A1 (en) 2022-07-07
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KR20220093242A (en) 2022-07-05

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