EP2985218A1 - Lng-tanker oder lpg-tanker - Google Patents

Lng-tanker oder lpg-tanker Download PDF

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Publication number
EP2985218A1
EP2985218A1 EP14782078.1A EP14782078A EP2985218A1 EP 2985218 A1 EP2985218 A1 EP 2985218A1 EP 14782078 A EP14782078 A EP 14782078A EP 2985218 A1 EP2985218 A1 EP 2985218A1
Authority
EP
European Patent Office
Prior art keywords
tank
ship
lng
long tank
longitudinal direction
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.)
Granted
Application number
EP14782078.1A
Other languages
English (en)
French (fr)
Other versions
EP2985218A4 (de
EP2985218B1 (de
Inventor
Nobuyoshi Morimoto
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Individual
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Individual
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Publication date
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Priority claimed from PCT/JP2014/060402 external-priority patent/WO2014168204A1/ja
Publication of EP2985218A1 publication Critical patent/EP2985218A1/de
Publication of EP2985218A4 publication Critical patent/EP2985218A4/de
Application granted granted Critical
Publication of EP2985218B1 publication Critical patent/EP2985218B1/de
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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
    • B63B25/16—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 
    • B63B11/00—Interior subdivision of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • 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

Definitions

  • the present invention relates to a liquefied natural gas (LNG) ship or a LPG ship.
  • LNG liquefied natural gas
  • the LNG is liquefaction material obtained by cooling a natural gas to about -162 ⁇ C.
  • a tank of a LNG carrier transporting the LNG on the sea has a structure in which a cryogenic material is used so as to withstand a wide temperature change and thermal shrinkage and thermal stress caused by a temperature difference are taken into consideration.
  • the LNG carrier since the LNG carrier is used to transport a large amount of LNG at a high speed, the LNG carrier generally has a speed of about 20 knots, and its capacity exceeding 200,000 m3 is now planned due to the tendency of an increase in size of a hull.
  • a LNG tank mounted thereon is generally divided into two types.
  • One is a moss spherical tank type and the other is a membrane type (for example, see USPN 5697312 and USPN 7137345 ).
  • a spherical tank made of aluminum alloy is fixed into a hold through a skirt-shaped support structure extending downward from the equatorial portion thereof.
  • both the weight of the liquid cargo loaded therein and the dynamic force acting on the liquid cargo due to the rolling of ship are directly put on the tank itself, and are transmitted to the hull through the skirt.
  • a heat insulating material of the tank is provided on the outer surface of the tank.
  • a heat insulating material is provided inside a double hull structure of a hull and a top surface thereof is liquid-tightly covered by a membrane.
  • the liquid pressure of LNG is transmitted to the hull structure through the heat insulating material.
  • the membrane stainless steel or nickel alloy (invar) having a small thermal expansion coefficient is used.
  • the hold since the hold is formed in a substantially box shape, a useless space is inevitably formed around the spherical tank when the moss spherical tank is applied in the hold. For this reason, the moss spherical tank has a disadvantage in that the tank volume is small compared with the size of the hull of both types.
  • the membrane type tank can be made in a shape along the hold, a large tank space is obtained, and hence volumetric efficiency is satisfactory.
  • a sloshing phenomenon occurs in which a large pressure is applied (attacked) to the inner wall of the tank due to the harmony of the shaking of the hull and the shaking of the LNG liquid level. That is, the liquid cargo inside the tank is violently ruffled due to the shaking of the hull, and hence the membrane or the heat insulating material is damaged due to the impact.
  • the spherical tank since the tank wall is curved, the impact can be smoothly disappeared.
  • the heat insulating material is provided outside the tank, the sloshing substantially does not cause any problem. Accordingly, in the membrane type tank, there is always a need of full or almost full load condition so that the LNG in the cargo is not ruffled.
  • the moss type and the membrane type are mainly used in the cargo tank of the LNG ship, but these types have merits and demerits as described above.
  • the LNG ship it is important to select the ship type based on the enough consideration of the advantages and disadvantages.
  • an independent prismatic tank is developed as an ideal LNG cargo tank in many ship builders in Japan based on the advantages and disadvantages.
  • a SPB tank manufactured by IHI Corporation is known.
  • the independent prismatic tank is of an ideal type without any disadvantage in which the tank volume is small compared with the size of the hull of both types.
  • the material of the used plate is limited to a material in which a strength property is exhibited in a cryogenic region, and stainless steel and aluminum are mainly used as the material.
  • the independent prismatic tank is disadvantageous comparing with the moss type and the membrane type from an economical viewpoint of building cost, and hence only several ships are built.
  • An object of the invention is to obtain an economical hull structure by employing an independent prismatic tank having a large tank volume with respect to a ship size and reducing material cost.
  • Another object of the invention is to obtain an economical hull structure without a double bulkhead (partition wall) construction between tanks.
  • the invention solves the above-described problems as below.
  • a LNG ship having a structure in which a substantially prismatic tank is installed inside a hold while not being integrated with a hull structure material, wherein the tank is a long tank, which has a larger dimension of a ship longitudinal direction than that of a ship width direction and is installed inside the hold along the ship longitudinal direction, and the long tank is divided into two or more liquid cargo compartments in the ship longitudinal direction by one or more bulkhead plates, each of which is formed in the ship width direction as one plate.
  • the tank has a substantially prismatic shape, the volumetric efficiency of the tank is larger than that of the spherical tank.
  • the long tank is divided into two or more liquid cargo compartments in the ship longitudinal direction by one or more bulkhead plates, each of which is formed in the ship width direction as one plate.
  • the double bulkhead construction between the adjacent liquid cargo compartments (tanks) and the material thereof can be replaced by the bulkhead plate formed as one plate, and hence there is an extremely economical advantage. That is, the double bulkhead plate as a hull major construction member is unnecessary, which means heat insulation construction therefor is also unnecessary.
  • a tank group is formed in the ship longitudinal direction so that tanks, each of which does not have bulkhead, are arranged at the front and rear sides of the long tank, and a space between the long tank and each tank adjacent to the long tank has a cofferdem structure.
  • the space between the long tank and each tank adjacent to the long tank has the cofferdam structure.
  • the "cofferdam structure” used above indicates a structure in which a void space is formed between the bulkheads (the partition walls). Thus, heat/gas shielding effect can be ensured in case of fire.
  • Such configuration provides an advantage in volume when the hull has a large width.
  • a key portion is integrally formed with an upper portion of liquid cargo compartment, which is located at a center in the ship longitudinal direction of the long tank, in a protruding manner and anchor point chocks for thermal deformation are provided in the hull structure material so as to be located at front and rear sides in the center line direction of the ship corresponding to the key portion.
  • the anchor point chock for thermal deformation having a width in the ship width direction is provided in the hull so as to suppress the movement of the tank in the front to back direction as small as possible, and this point is set as the thermal deformation center.
  • the long tank can be divided into separate liquid cargo compartments by the bulkhead plate.
  • the bulkhead plate there is a need to control and adjust the liquid level in each liquid cargo compartment.
  • a complicated mechanism of relation between the upper stopper and a vapor dome of the tank corresponding to each liquid cargo compartment is not solved.
  • LNG ship of the invention is widely used as a ship including a LNG carrier, FLNG, FSRU, and SRV.
  • a LNG tanker has a structure in which a bow area 10, a tank space 12, an engine room 14, and a stern area 16 are connected in this order from the upper most front side, and an accommodation area 18 and a steering room 20 are provided above the engine room.
  • the tank space 12 is divided into a plurality of compartments by transfer bulkheads 32.
  • the invention relates to a LNG ship in which each independent tank 30 having a substantially prismatic shape is installed inside a hold while not being integrated with hull (double hull) structure materials 36 and 35.
  • the bottom surface of the independent prismatic tank 30 is provided with pedestals 36, 36 ... integrated with the hull structure material 35, and the tank 30 is put on the pedestals 36, 36 ...
  • At least one tank is set as the independent prismatic long tank 30, which has a larger dimension of a ship longitudinal direction than that of a ship width direction and is installed inside the hold along the ship longitudinal direction.
  • the long tank 30 is installed inside the hold while not being integrated with the hull structures (for example, the double hull structures) 34 and 35 (without any welding structure), there is an economical advantage in that a high-cost material is not needed. Further, since the shape of long tank 30 cross section is substantially prismatic, the volumetric efficiency of the tank is larger than that of the spherical tank.
  • the long tank 30 is divided into two or more liquid cargo compartments in the ship longitudinal direction by one or more bulkhead plates 31, each of which is formed in the ship width direction as one plate.
  • the example illustrated in the drawing is an example of three liquid cargo compartments 30-1, 30-2, and 30-3.
  • each of the liquid cargo compartments 30-1, 30-2, and 30-3 can be appropriately selected. It is desirable to have the width of 18 to 35 m and to ensure two or three liquid cargo compartments in the ship longitudinal direction. Accordingly, it is desirable that the length in the ship longitudinal direction be 40 to 180 m.
  • a key portion 40 is integrally formed with a center upper portion of the long tank 30 in a protruding manner and anchor point chocks for thermal deformation 41 are provided in the hull structure material so as to be located at the front and rear sides in the center line direction of the ship corresponding to the key portion 40.
  • anchor point chocks for thermal deformation 41 are provided in the hull structure material so as to be located at the front and rear sides in the center line direction of the ship corresponding to the key portion 40.
  • a heat insulating material can be provided on the outer surface of the long tank 30.
  • a tank group can be formed in the ship longitudinal direction so that tanks 33, 33, each of which has a liquid cargo compartment and does not have bulkhead 31, are arranged at the front and rear sides of the long tank 30. In this case, it is desirable that a space between the long tank 30 and each tank 33 adjacent to the long tank 30 has a cofferdem structure 32 for insulation.
  • the long tank 30 can be provided at the left and right sides of a center line direction of the ship as a boundary.
  • Reference sign 31 indicates a bulkhead plate formed in the ship width direction as one plate as in the example of Fig. 2
  • reference sign 37 indicates a bulkhead plate formed in the center line direction as one plate.
  • the "substantially prismatic independent tank” of the invention may be a rectangular shape in the cross-section as a whole, and does not need to be a precise rectangular shape.
  • a tank 30C may be provided so that a chamfered portion 30a and a round portion 30b are provided at the corner and an inclined surface 30c is provided in the top surface.
  • a tank 30D includes a small tank 30d at an upper portion and a main tank 30e at a lower portion.
  • the tank 30 As a material of the tank 30, aluminum alloy, 9% nickel steel, stainless steel, or the like can be used.
  • an upper portion of the bulkhead plate 31A of the long tank 30 is separated from a ceiling plate 30U of the long tank 30 so as to form a separation space 31U and there is another separation space like the separation space 31U, although the reference sign is not given. Then, the adjacent liquid cargo compartments 30-2, 30-3 communicate with each other via the other separation space in a same manner via the separation space 31U.
  • a lower portion of the bulkhead plate 31A of the long tank 30 is separated from a ceiling plate 30D of the long tank 30 so as to form a separation space 31D and the adjacent liquid cargo compartments 30-1, 30-2 communicate with each other via the separation space 31D.
  • the adjacent liquid cargo compartments 30-2 and 30-3 can also communicate with each other via the other separation space in a same manner via the separation space 31D.
  • an upper portion of the bulkhead plate 31A is also separated from the ceiling plate 30U of the long tank 30.
  • the communication may be performed at one of or both the upper and lower portions.
  • the height of the separation space 31U is within 10% of the bulkhead plate 31A and the height of the separation space 31D is within 5% of the bulkhead plate 31A so that the bulkhead plate 31A can prevent sloshing and maintain the mechanical strength of the long tank 30.
  • the invention can be applied to a LNG carrier and in addition, the invention can be applied also to a FLNG (LNG-FPSO (Floating Production, Storage and Offloading system)), FSRU, and SRV, which require handling of sloshing phenomenon in the same manner as the LNG carrier.
  • FLNG LNG-FPSO (Floating Production, Storage and Offloading system)
  • FSRU FSRU
  • SRV SRV
  • the LNG ship of the present invention includes a re-gasification unit and the examples of the re-gasification unit are an FSRU (Floating Storage and Re-gasification Unit) and SRV (Shuttle and Re-gasification Vessel).
  • the FSRU is mounted with a re-gasification unit and fixes a ship having an LNG storage capacity on the sea and receives LNG from the other LNG ship.
  • the natural gas re-gasified by the FSRU is sent out to a pipeline on the land.
  • the SRV does not transfer LNG from the other LNG ship but transports LNG loaded in at a liquefaction base to a demand area, re-gasifies the LNG on the deck, and sends out the re-gasified natural gas to a pipeline on the land.
  • the structure of the ship according to the invention can be also applied to the transportation of LPG in addition to LNG. Accordingly, the invention covers LPG ship.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
EP14782078.1A 2013-04-12 2014-04-10 Lng-tanker oder lpg-tanker Active EP2985218B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013083825 2013-04-12
PCT/JP2014/060402 WO2014168204A1 (ja) 2013-04-12 2014-04-10 Ｌｎｇ船またはｌｐｇ船

Publications (3)

Publication Number Publication Date
EP2985218A1 true EP2985218A1 (de) 2016-02-17
EP2985218A4 EP2985218A4 (de) 2016-12-07
EP2985218B1 EP2985218B1 (de) 2018-08-15

Family

ID=55071281

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14782078.1A Active EP2985218B1 (de) 2013-04-12 2014-04-10 Lng-tanker oder lpg-tanker

Country Status (4)

Country Link
EP (1) EP2985218B1 (de)
CY (1) CY1120699T1 (de)
ES (1) ES2696276T3 (de)
TR (1) TR201815982T4 (de)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896416A (en) * 1957-08-05 1959-07-28 Constock Int Methane Ltd Means for the transportation and storage of cold boiling liquefied hydrocarbon gas
US3428013A (en) * 1967-11-03 1969-02-18 Shell Oil Co Apparatus for transporting liquefied gases
JP3517900B2 (ja) * 1993-05-28 2004-04-12 石川島播磨重工業株式会社 液化ガス輸送用タンクの支持構造
CN102159451B (zh) * 2008-08-21 2014-08-06 大宇造船海洋株式会社 液化气储罐和包含液化气储罐的海运结构
JP5732347B2 (ja) * 2011-08-12 2015-06-10 ジャパンマリンユナイテッド株式会社 タンク支持構造及び浮体構造物

Also Published As

Publication number Publication date
ES2696276T3 (es) 2019-01-14
TR201815982T4 (tr) 2018-11-21
EP2985218A4 (de) 2016-12-07
EP2985218B1 (de) 2018-08-15
CY1120699T1 (el) 2019-12-11

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