CN212354320U - FSRU isolation cabin supporting structure - Google Patents

Abstract

An FSRU (free space Ring and Loop) isolation cabin supporting structure comprises side-by-side liquid cargo tanks arranged between an inner bottom plate and an inner deck of a ship body, wherein isolation cabins for spacing the side-by-side liquid cargo tanks are arranged between the side-by-side liquid cargo tanks; the isolation cabin comprises an isolation top cabin, an isolation middle cabin and an isolation bottom cabin; top frame plates are fixedly arranged in the isolation top cabin at equal intervals, and each top frame plate is provided with a symmetrical double-opening structure; middle frame plates are fixedly arranged in the isolation middle cabin at equal intervals, and each middle frame plate is provided with a vertically-distributed perforated structure; the bottom frame plates are fixedly arranged in the isolated bottom cabin at equal intervals and are provided with large opening structures. The utility model aims at providing a service condition to non-self-propelled FSRU does the design of preventing the typhoon to its double-deck isolation cabin structure to solve the low temperature problem of hull steel construction under the heating device closed condition, improve the safety of boats and ships, be convenient for owner and do and prevent the typhoon preliminary plan.

Description

FSRU isolation cabin supporting structure

Technical Field

The utility model relates to a LNG transportation technology field especially relates to a FSRU isolation capsule bearing structure.

Background

The FSRU (LNG-FSRU) is called a floating liquefied natural gas storage and regasification device for short, integrates multiple functions of LNG receiving, storage, transportation, regasification and export and the like, can be divided into two types, one type is moored at a fixed wharf or a floating wharf to serve as an LNG receiving terminal, and the other type has a self-propulsion function and can be used for transporting LNG. The FSRUs can be roughly divided into three major categories, namely small FSRUs with the cabin capacity of less than 10 ten thousand square, medium FSRUs with the cabin capacity of 10 ten thousand square-20 ten thousand square and large FSRUs with the cabin capacity of more than 20 ten thousand square according to the cabin capacity, and in the active FSRUs, the main cabin capacity belongs to the medium FSRUs, and the small FSRUs and the large FSRUs are small.

The large FSRU adopts a parallel liquid cargo tank mode, and a double-layer isolation tank is arranged in the middle of the large FSRU. For an FSRU with self-propulsion, this design is reasonable. For an FSRU without self-navigation function, there are places to be improved, mainly when typhoons come, which brings trouble and inconvenience to the typhoon prevention decision: in an unattended state, all electrical equipment on the ship is closed, and a heating device in an isolation cabin in the longitudinal midline of the ship body does not work any more, so that the temperature of steel materials of the ship body in the area is lower than an allowable temperature, and the risk of low-temperature brittle fracture exists. The FSRU with the self-propelled function needs to be evacuated in advance when typhoon is prevented, and if the weather forecast is inaccurate, the evacuation in advance can bring certain production loss. The non-self-propelled FSRU can be selected to tow or stay in place depending on whether the design conditions of the FSRU have a perfect typhoon-preventing function. Therefore, the design of typhoon prevention is urgently needed for the double-layer isolation cabin structure of the non-self-propelled FSRU aiming at the use condition of the non-self-propelled FSRU, so that the problem of low temperature of a hull steel structure under the condition that a heating device is closed is solved, the safety of a ship is improved, and a typhoon prevention plan is convenient for an owner.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome not enough among the above-mentioned prior art, aim at providing one kind to the service condition of non-self-propelled FSRU, do the design of typhoon-proof to its double-deck isolation cabin structure to solve the low temperature problem of hull steel construction under the heating device closed condition, improve the safety of boats and ships, the owner of being convenient for has done the protection against typhoon preliminary plan.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

an FSRU (free space Ring and Loop) isolation cabin supporting structure comprises side-by-side liquid cargo tanks arranged between an inner bottom plate and an inner deck of a ship body, wherein isolation cabins for spacing the side-by-side liquid cargo tanks are arranged between the side-by-side liquid cargo tanks; the isolation cabin is arranged between the convex deck at the top end of the ship body and the ship body outer plate at the bottom end of the ship body, the isolation cabin comprises an isolation top cabin, an isolation middle cabin and an isolation bottom cabin, a first horizontal truss is arranged between the isolation top cabin and the isolation middle cabin, and a second horizontal truss is arranged between the isolation middle cabin and the isolation bottom cabin; top frame plates are fixedly arranged in the isolation top cabin at equal intervals, and each top frame plate is provided with a symmetrical double-opening structure; the middle isolation cabin is internally provided with a third horizontal truss and a fourth horizontal truss which vertically and uniformly divide the middle isolation cabin, middle frame plates are fixedly arranged in the middle isolation cabin at equal intervals, and each middle frame plate is provided with a vertically distributed opening structure; the bottom frame plates are fixedly arranged in the isolated bottom cabin at equal intervals and are provided with large opening structures.

Furthermore, a top inclined plate is arranged between the isolation top tank and the parallel liquid cargo tank, and a bottom inclined plate is arranged between the isolation bottom tank and the parallel liquid cargo tank.

Furthermore, the first horizontal truss and the second horizontal truss are respectively arranged at the upper end and the lower end of the isolated middle cabin between the side-by-side liquid cargo tank columnar tanks.

Furthermore, the opening on the middle frame plate is an elliptical hole, and the long axis of the elliptical hole is located in the height direction of the middle frame plate.

Furthermore, reinforcing rings are fixedly arranged on the inner rings of the hole structures of the top frame plate and the bottom frame plate, the distance between the double holes on the top frame plate is 0.8-1.2m, the distance between the top end of each hole and the convex deck is 1.2-1.8 m, and the distance between the side ends of each hole and the top inclined plate is 0.6-1 m.

Further, deck stringers supported on the edges of the side-by-side cargo tank shells are arranged between the convex deck and the inner deck and between the hull outer plate and the inner bottom plate.

Compared with the prior art, the utility model discloses following beneficial effect has:

the utility model discloses compare with current FSRU shielded cell structure, satisfied the demand of keeping away the typhoon. The weight reduction requirement of a conventional hull structure is considered, and the effective transfer of heat can be considered, so that the temperature of the isolation cabin structure can meet the standard requirement under the typhoon working condition. The bottom frame plate of the isolation bottom cabin adopts a large-opening-hole structure, so that the total weight of the isolation cabin can be reduced, and the cargo loading rate can be improved; the multi-hole structure of vertical distribution that the middle part frame plate of isolation chamber adopted to and the symmetry double-hole structure that the frame plate of isolation overhead compartment top adopted all can improve the heat conduction effect in the isolation chamber. When typhoon is prevented, the heat conduction effect after ballast water is injected into the isolation tank is improved, a large amount of heat of ship steel can be prevented from being absorbed by the external environment and LNG in the side-by-side liquid cargo tank after the heating device is closed, the temperature of the ship steel is protected from being not lower than the allowable temperature, the overall structure of the ship can resist the attack of typhoon, and the safety of the ship is improved.

Drawings

Fig. 1 is a schematic structural view of the present invention;

FIG. 2 is a schematic cross-sectional view taken along the line A-A in FIG. 1;

fig. 3 is a schematic view of the heat transfer direction of the present invention.

Description of reference numerals:

1-hull external plate, 2-convex deck, 3-internal bottom plate, 4-bottom inclined plate, 5-top inclined plate, 6-internal deck, 7-side-by-side cargo tank, 8-isolation top tank, 9-isolation middle tank, 10-isolation bottom tank, 11-bottom frame plate, 12-middle frame plate, 13-top frame plate, 14-deck longitudinal girder, 15-first horizontal girder, 16-second horizontal girder, 17-third horizontal girder, 18-fourth horizontal girder, 19-reinforcing ring and 20-transverse bulkhead.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

As shown in fig. 1 and 2, the FSRU cofferdam support structure comprises side-by-side cargo tanks 7 arranged between an inner bottom plate 3 and an inner deck 6 of a ship body, wherein isolation cabins for spacing the side-by-side cargo tanks 7 are arranged between the side-by-side cargo tanks 7; the isolation cabin is arranged between the convex deck 2 at the top end of the ship body and the ship body outer plate 1 at the bottom end of the ship body, and comprises an isolation top cabin 8, an isolation middle cabin 9 and an isolation bottom cabin 10, a first horizontal truss 15 is arranged between the isolation top cabin 8 and the isolation middle cabin 9, and a second horizontal truss 16 is arranged between the isolation middle cabin 9 and the isolation bottom cabin 10; top frame plates 13 are fixedly arranged in the isolation top cabin 8 at equal intervals, and each top frame plate 13 is provided with a symmetrical double-opening structure; a third horizontal truss 17 and a fourth horizontal truss 18 which vertically and equally divide the middle isolation cabin 9 are arranged in the middle isolation cabin 9, middle frame plates 12 are fixedly arranged in the middle isolation cabin 9 at equal intervals, and each middle frame plate 12 is provided with a vertically distributed opening structure; bottom frame plates 11 are fixedly arranged in the isolation bottom cabin 10 at equal intervals, and each bottom frame plate 11 is provided with a large open hole structure; a top inclined plate 5 is arranged between the top isolation cabin 8 and the parallel liquid cargo tank 7, the top isolation cabin 8 is separated from the top of the parallel liquid cargo tank 7 through the top inclined plate 5, a bottom inclined plate 4 is arranged between the bottom isolation cabin 10 and the parallel liquid cargo tank 7, and the bottom isolation cabin 10 is separated from the bottom of the parallel liquid cargo tank 7 through the bottom inclined plate 4; deck stringers 14 supported at the edges of the shell of the side-by-side cargo tank 7 are arranged between the convex deck 2 and the inner deck 6 and between the hull outer plate 1 and the inner bottom plate 3; the top frame plate 13 and the bottom frame plate 11 are fixedly provided with reinforcing rings 19 for improving the opening load in the opening structure, the distance between the double openings on the top frame plate 5 is 0.8-1.2m, in this embodiment, 0.9m, the distance from the top end of the opening to the convex deck is 1.2-1.8 m, in this embodiment, 1.6m, the distance from the side end of the opening to the top inclined plate is 0.6-1m, and in this embodiment, 0.8 m.

The opening on the middle frame plate 12 is an elliptical hole, and the long axis of the elliptical hole is located in the height direction of the middle frame plate 12, so that the upward transfer area of bottom heat can be effectively increased, the flow speed of liquid or air in the cabin can be increased, heat can be transferred to the upper portion of the top frame plate 13 from the bottom of the ship body, and the temperature of all components in the isolation cabin can be guaranteed to be within a safety range under the extremely low-temperature working condition.

The utility model discloses can follow the bow stern direction of hull and set up in succession, along adjacent cargo tank 7 and the isolation tank side by side of hull bow stern direction, can separate into different cargo holds by the internal horizontal bulkhead 20 of hull. The FSRU hull comprises a hull outer plate 1, a convex deck 2, an inner bottom plate 3, a bottom inclined plate 4, a top inclined plate 5, an inner deck 6 and an isolation cabin, and forms a closed double-shell structure together. The parallel cargo tanks 7 which are arranged at the two sides of the center line of the ship body in the fore-aft direction in the same row are isolated by three layers of isolation cabins.

The first horizontal truss 15 and the second horizontal truss 16 are respectively positioned at the upper end and the lower end of an isolation middle tank 9 between the columnar tanks of the parallel liquid cargo tank 7, and an isolation top tank 8 arranged at the upper end of the first horizontal truss 15 can isolate the conical tanks at the top of the two parallel liquid cargo tanks 7 and isolate the top ends of the parallel liquid cargo tanks 7 from the convex deck 2; the isolation bottom cabin 10 arranged at the lower end of the second horizontal truss 16 can isolate the conical tanks at the bottoms of the two parallel liquid cargo tanks 7; the isolation middle cabin 9 arranged between the first horizontal truss 15 and the second horizontal truss 16 can isolate the columnar tanks in the middle of the two side-by-side cargo tanks 7. The top 13, middle 12 and bottom 11 deckle plates support the interior of the hold-down compartment and take up the moving loads from the liquid in the side-by-side tank 7 and part of the loads transmitted by the deck stringers 14 etc. The first horizontal truss 15, the second horizontal truss 16, the third horizontal truss 17 and the fourth horizontal truss 18 which are arranged in the isolation cabin along the horizontal direction can play a certain supporting role for a frame plate structure in the isolation cabin, and the FSRU ship body structure is supported by the deck longitudinal truss 14 between the inner deck 6 and the convex deck 2 at the top end of the side-by-side cargo tank 7 and between the inner bottom plate 3 at the bottom end of the side-by-side cargo tank 7 and the ship outer plate 1. The edges of the opening structures on the top frame plate 13 and the bottom frame plate 11 are provided with reinforcing rings 19, so that the strength of the opening frame plate can be effectively improved.

As shown in the schematic heat transfer direction of the hull in fig. 3, the isolation tanks will be filled with a certain amount of ballast water when the hull needs anti-typhoon preparation.

And heat is introduced below the ballast water liquid level of the isolation bottom tank 10 and the isolation middle tank 9 by means of partial ballast water and the like. The seawater is transferred to the hull outer plate 1 through convection heat transfer, then transferred to the bottom sloping plates 4 at two sides of the isolation bottom tank 10 and the inner shell of the isolation bottom tank 10 through ballast water in the isolation tank, then transferred to the heat insulation layer of the hull, and finally enters the side-by-side cargo tank 7. The large-opening structure adopted by the frame plate 11 at the bottom of the isolation bottom tank 10 not only improves the heat conduction effect after the ballast water is injected into the isolation tank, but also plays a role in reducing the total weight of the isolation tank.

For the upper part of the ballast water level of the middle isolation tank 9, the heat from the ballast water is transferred to the upper part and the inner shell of the middle isolation tank 9 through the middle frame plate 12 of the middle isolation tank 9, then transferred to the heat insulation layer and finally enters the side-by-side cargo tank 7. For the isolated top cabin 8, air is transferred to the ship body through convection heat transfer and radiation heat transfer, heat is transferred to the top inclined plate 5 through the top frame plate 13 of the isolated top cabin 8, then transferred to the heat insulation layer, and finally enters the side-by-side cargo tank 7. The many open pore structures of vertical distribution that cabin 9 middle part deckle board 12 adopted in the isolation to and the two open pore structures of symmetry that keep apart 8 top deckle boards 13 adopted, all can improve the heat conduction effect in the isolation cabin, the two open pore structures of top deckle board 13 can further alleviate the gross weight in isolation cabin in addition.

When typhoon is prevented, the temperature of the shell structure in the isolation cabin is lower because the personnel evacuate and the energy is not input into the heating device of the isolation cabin any more. Especially, if the main shielding in the liquid cargo containment system in the ship body fails, LNG directly acts on the secondary screen wall, the thickness of the heat insulation layer between the secondary screen wall and the ship body is reduced by about half, so that the lowest temperature of the inner shell of the isolation cabin reaches about minus 60 ℃, the lowest temperature exceeds the range of the standard requirement, and the ship body structure faces a large failure risk. The crossing department of 8 inner shells in isolation top deck and top swash plate 5 is the lowest department of temperature under the anti-typhoon condition, the utility model discloses when specially considering to beat partial ballast water to the isolation tank, the frame plate structure in accessible three-layer isolation cabin up reaches the both sides transmission with the heat of ballast water, effectively improves the crossing department temperature of inner shell and top swash plate 5 of each isolation top deck 8. Meanwhile, the top frame plate 13 adopts a double-row structure design, compared with the traditional scheme, a heat transfer path is added, and more air heat outside the deck can be transferred to the intersection of the inner shell of the isolation top cabin 8 and the top inclined plate 5. By adopting the design of the utility model, the temperature of all the isolation cabin structures can be effectively controlled within minus 30 ℃. Therefore, when typhoon is prevented, the ship body structure is in a safe range.

The above description is only for the preferred embodiment of the present invention and should not be construed as limiting the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (6)

1. An FSRU cofferdam bearing structure, includes the side by side cargo tank that sets up between the interior bottom plate of hull and interior deck, its characterized in that: isolation cabins for spacing the parallel liquid cargo cabins are arranged between the parallel liquid cargo cabins; the isolation cabin is arranged between the convex deck at the top end of the ship body and the ship body outer plate at the bottom end of the ship body, the isolation cabin comprises an isolation top cabin, an isolation middle cabin and an isolation bottom cabin, a first horizontal truss is arranged between the isolation top cabin and the isolation middle cabin, and a second horizontal truss is arranged between the isolation middle cabin and the isolation bottom cabin; top frame plates are fixedly arranged in the isolation top cabin at equal intervals, and each top frame plate is provided with a symmetrical double-opening structure; the middle isolation cabin is internally provided with a third horizontal truss and a fourth horizontal truss which vertically and uniformly divide the middle isolation cabin, middle frame plates are fixedly arranged in the middle isolation cabin at equal intervals, and each middle frame plate is provided with a vertically distributed opening structure; the bottom frame plates are fixedly arranged in the isolated bottom cabin at equal intervals and are provided with large opening structures.

2. An FSRU cofferdam support structure as claimed in claim 1, wherein: a top inclined plate is arranged between the isolation top tank and the parallel liquid cargo tank, and a bottom inclined plate is arranged between the isolation bottom tank and the parallel liquid cargo tank.

3. An FSRU cofferdam support structure as claimed in claim 1, wherein: the first horizontal truss and the second horizontal truss are respectively arranged at the upper end and the lower end of the isolated middle cabin between the side-by-side liquid cargo tank columnar tanks.

4. An FSRU cofferdam support structure as claimed in claim 1, wherein: the opening on the middle frame plate is an elliptical hole, and the long axis of the elliptical hole is positioned in the height direction of the middle frame plate.

5. An FSRU cofferdam support structure as claimed in claim 1, wherein: the top frame plate and the inner ring of the hole structure of the bottom frame plate are fixedly provided with reinforcing rings, the distance between two holes on the top frame plate is 0.8-1.2m, the distance between the top end of each hole and the convex deck is 1.2-1.8 m, and the distance between the side ends of each hole and the top inclined plate is 0.6-1 m.

6. An FSRU cofferdam support structure as claimed in claim 1, wherein: and deck stringers supported on the edges of the side-by-side cargo tank shells are arranged between the convex deck and the inner deck and between the hull outer plate and the inner bottom plate.

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