JP6174475B2 - Ship-shaped structure - Google Patents

Description

  The present invention relates to a ship-shaped structure that can be applied to both FPSO (floating body production storage and loading equipment) and tankers.

  FPSO is a facility that can produce oil and gas offshore, store the produced crude oil in a tank, and load it into a tanker. In recent years, FPSOs that have been installed offshore several hundred kilometers from the land have been increasing, and those having a hull shape similar to a tanker have been proposed (for example, Patent Document 1).

JP 2000-025690 A

  The offshore development business is very risky because the market conditions are changing drastically and undersea oil production projects can be changed or canceled in the middle of the plan. Therefore, the inventor has focused on the importance of shortening the construction period and keeping up with drastic changes in market conditions when building a new FPSO.

  An object of the present invention is to provide a boat-shaped structure that can be diverted to an FPSO or a tanker during construction.

  A ship-shaped structure according to the present invention is a cargo tank for storing cargo oil, and a hull section provided independently of the cargo tank, for a mooring device or a mooring device for a floating production storage and loading facility And a shared section that can be provided with a reinforcing member.

  A ship-shaped structure is constructed of a hull parallel part and an intermediate structure formed by joining a bow structure and a stern structure, which is a part obtained by removing the hull parallel part from the hull structure. Also good. In this case, the intermediate structure is separated into a bow structure and a stern structure, a hull parallel part is arranged between these structures, and the front end part of the hull parallel part is arranged at the rear end part of the bow structure. And the rear end portion of the hull parallel portion are joined to the front end portion of the stern portion structure to construct the hull structure. The width of the intermediate structure is preferably 49 m or less, and is preferably self-propelled.

  The shared section is on the center line in the longitudinal direction of the hull and is disposed on the bow side of the center of the hull, and may be used as a cargo tank or a trimming tank. In this case, the shared section is preferably a central tank obtained by dividing the forepeak tank into three parts by a partition wall substantially parallel to the hull center line, and the mooring device is preferably an external turret. The cargo tank includes a center cargo tank disposed on the center line of the hull and wing cargo tanks provided on both sides of the center cargo tank, and a shared section is provided adjacent to one of the center cargo tanks. The mooring device is preferably an internal turret. When cargo tanks are arranged on the starboard side and port side of the hull center line, it is preferable that the common section is provided on the hull center line and the mooring device is an internal turret.

  When the mooring device is spread allering and includes a fair leader passing through the chain, the common section is a ballast tank provided inside the hull side wall, and the ballast tank is provided with a reinforcing member for the mooring device. .

  In a configuration in which the cargo tank includes a center cargo tank disposed on the center line of the hull and wing cargo tanks provided on both sides of the center cargo tank, the hull of the ballast tank provided outside the wing cargo tank is provided. The number in the longitudinal direction is twice the number in the longitudinal direction of the hull of the center cargo tank, or the length of the wing cargo tank located at the most stern and the most bow is 7% to 12% of the length between the verticals of the hull. Preferably there is. In the case where the cargo tank is provided along the hull center line, the ballast tank hull provided outside the cargo tank, except for each of the two cargo tanks arranged in the longitudinal direction of the hull at the stern and the foremost bow. The number in the longitudinal direction is twice the number in the longitudinal direction of the cargo tank hull, or the length of the cargo tank located at the stern and bow is 6% to 11% of the length between the verticals of the hull. Is preferred.

  It is also possible to dispose the coin oil pump independently in the vicinity of the rear partition in each cargo tank.

  The width of the rear end of the upper deck in the vicinity of the stern is 0.6 to 1.0 times the width of the ship, or the upper deck on the bow side is forward from the bow perpendicular by 1 to 3% of the length between the perpendiculars. You may have an extension part which protrudes and the width | variety of a front end is 0.4 to 1.0% times the width of a ship width. In this case, a residential area where 150 or more people can stay on the upper deck near the stern may be provided.

  According to the present invention, a ship-shaped structure can be diverted to a FPSO or a tanker in the middle of construction.

It is a schematic diagram which shows the structure of FPSO to which the 1st Embodiment of this invention is applied. It is a schematic diagram which shows the structure of the tanker to which the 1st Embodiment of this invention is applied. It is an arrangement drawing showing composition of a cargo tank etc. provided in a ship form structure which is a 1st embodiment of the present invention. It is an arrangement | positioning figure which shows an intermediate structure and shows structures, such as a cargo tank. It is an arrangement drawing showing composition of a cargo tank etc. provided in a ship form structure which is a 2nd embodiment of the present invention.

Hereinafter, a boat-shaped structure according to a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 schematically shows the structure of an FPSO to which this embodiment is applied. The structure of the FPSO hull 10 is basically the same as that of the tanker at the center of the hull, but is partially common with the tanker at the bow and stern. Therefore, in this embodiment, it is considered that the FPSO hull 10 is shared with the tanker as much as possible.

  An external turret 21 is provided on the upper deck of the bow, and a mooring line and a riser pipe (not shown) are connected to the external turret 21. Production facilities 22 provided on the upper deck of the center of the hull include oil treatment facilities, gas treatment facilities, water treatment facilities, power generation facilities, and the like. A companion gas combustion device 23 is provided in front of the production facility 22, and a crane 24 is provided around the production facility 22. The residential area 25 provided on the upper deck of the stern is designed to accommodate a larger number of passengers (for example, 150 people or more) than a normal tanker. Further, a propeller 26 and a rudder 27 are provided below the waterline at the stern in the same manner as the tanker. The symbol R will be described later.

  FIG. 2 schematically shows the structure of a tanker to which this embodiment is applied. As described above, the structure of the center part of the hull 30 of the tanker is basically the same as that of the FPSO. Unlike the FPSO, the bow is not provided with mooring equipment, and the equipment provided on the upper deck is also omitted from FIG. 2, but is different from the FPSO. The residential area 31 provided on the stern upper deck is smaller than FPSO. The propeller 26 and the rudder 27 have the same structure as the FPSO.

  With reference to FIG. 3, the boat-shaped structure 40 which is this embodiment is demonstrated. The ship-shaped structure 40 is a hull part excluding the FPSO and the upper structure in the tanker, and is a structure in the course of the FPSO or tanker construction process.

  A large number of cargo tanks for storing cargo oil are provided inside the ship-shaped structure 40. On the center line in the longitudinal direction of the hull, a first center cargo tank 41, a first shared section 51, and second to fifth center cargo tanks 42 to 45 are provided in order from the bow side. On both sides of the first center cargo tank 41, first and second wing cargo tanks 61 and 62 are provided. A third wing cargo tank 63 is provided on both sides of the first shared section 51 and the second center cargo tank 42. A fourth wing cargo tank 64 is provided on both sides of the third center cargo tank 43, and a fifth wing cargo tank 65 is provided on both sides of the fourth center cargo tank 44. Sixth and seventh wing cargo tanks 71 and 72 and a slop tank 73 are provided on both sides of the fifth center cargo tank 45.

  A ballast tank is provided outside each wing cargo tank. One ballast tank 81 is provided on the outside of each of the first and second wing cargo tanks 61 and 62, while two ballast tanks 81 are provided on the outside of the third wing cargo tank 63. Similarly, two ballast tanks 81 are provided for the fourth and fifth wing cargo tanks 64 and 65, respectively. Two ballast tanks 81 are provided outside the sixth and seventh wing cargo tanks 71 and 72 and the slop tank 73.

  Thus, the cargo tanks and ballast tanks of the boat-shaped structure 40 are different from ordinary tankers and are partitioned in the longitudinal direction of the hull by a relatively large number of partition walls. For example, the number of ballast tanks 81 in the longitudinal direction of the hull is 10, which is twice the number (5) of the center cargo tanks 41 to 45 in the longitudinal direction of the hull. The length X1 of the first wing cargo tank 61 located closest to the bow among the wing cargo tanks is 7% to 12% of the length between the perpendiculars (Lpp), and the wing cargo located closest to the stern side. The length X2 of the tanks (seventh wing cargo tank 72 and slop tank 73) is 7% to 12% of the length between the perpendiculars.

  The reason for increasing the number of cargo tanks and ballast tanks is to improve the resilience at the time of damage. That is, in FPSO, the scale of the upper structure is relatively large, and the height (KG) from the keel to the center of gravity is high, so that the restoring force is relatively small. Therefore, in the ship-shaped structure 40, it is considered that the number of tanks located outside the hull is increased so that the probability of damage to each tank is reduced and the amount of water inundation is reduced.

  In each of the center cargo tanks 41 to 45, each of the wing cargo tanks 61 to 65, 71, 72, and the slop tank 73, a coin oil pump 82 is provided in the vicinity of the bulkhead on the stern side. Although only a part of the pumps 82 is shown in FIG. 3, the coin oil pumps 82 are provided in all the cargo tanks and are controlled independently. Thereby, the posture control of the hull is facilitated by exchanging the coin oil in each of the tanks 41 to 45, 61 to 65, and 71 to 73, or adjusting the amount of the coin oil independently for each tank.

  The ship-shaped structure 40 is designed so that various mooring devices can be provided in order to be usable as FPSO. In general, for FPSO mooring devices, the internal turret, the external turret, and the spread alluring are selected in the order of strict wind and wave conditions in the sea area. The former two are used when the wind is relatively strong and the weather vane performance is required, that is, the ability to keep the FPSO's bow always upwind like a weathercock so that the mooring device is not overpowered.

  The fore peak tank (FPT) formed in front of the bulkhead 11 at the bow is divided into a second common section 13 located in the center and a tank 14 located on both sides by the bulkhead 12 substantially parallel to the hull center line. Divided. When the boat-shaped structure 40 becomes the FPSO hull 10, the common section 13 can be provided with an external turret 21 (see FIG. 1) that is a mooring device. On the other hand, when the ship-shaped structure 40 becomes the hull 30 of the tanker, the second shared section 13 is used as a trimming tank.

  On the other hand, the first shared section 51 provided adjacent to the second center cargo tank 42 may be provided with an internal turret which is a mooring device when the boat-shaped structure 40 becomes the FPSO hull 10. it can. Thus, considering that the mooring device is provided, it is essential that the first shared section 51 is disposed on the bow side of the hull center. The first common section 51 is used as a cargo tank for storing coin oil when the hull structure 40 is a tanker hull 30.

  In the case of adopting spread alluring as a mooring device for FPSO, it is necessary to provide a fair leader on the side wall of the hull 10 for passing the chain. For this reason, the side wall of the hull must be reinforced. This reinforcing member is provided in a ballast tank 81 provided inside the side wall, and the position of the ballast tank 81 provided with the reinforcing member is indicated by a symbol R in FIG. The ballast tank 81 provided with the reinforcing member is a shared section that is used as a normal ballast tank when the boat-shaped structure 40 becomes the hull 30 of the tanker.

  In order to mount an offloading facility in the FPSO, the upper deck on the bow side is extended forward to form an extended portion 15. The width Y1 of the front end of the extended portion 15 is larger than 0.4 times the width B of the hull and is equal to or smaller than the width B of the hull. Moreover, the front-end | tip of the expansion part 15 is located ahead 1 to 3% of the length (Lpp) between perpendicular | vertical rather than a bow perpendicular (FP). Further, the width Y2 of the rear end of the upper deck 83 on the stern side is larger than 0.6 times the width B of the hull and is equal to or smaller than the width B of the hull. Thus, in order to enlarge the width Y2 of the rear end of the upper deck 83 on the stern side, a knuckle may be formed on the side wall at an appropriate height position below the upper deck in the cross section of the hull.

  FIG. 4 shows an intermediate structure 90 formed by joining the bow portion and the stern portion of the boat-shaped structure 40 (FIG. 3). The width of the central portion of the boat-shaped structure 40, that is, the portion provided with the third, fourth and fifth wing cargo tanks 63, 64, 65 is constant, and this portion is a hull parallel portion. The intermediate structure 90 is configured by joining a bow structure 91 and a stern structure 92, which are parts obtained by removing the hull parallel portion from the hull structure 40, and can be self-propelled.

  The hull parallel portion is a portion from the middle of the third wing cargo tank 63 to the middle of the fifth wing cargo tank 65 and has a simple structure as compared with the intermediate structure 90. Since the intermediate structure 90 and the hull parallel part can be built independently, for example, the intermediate structure 90 is manufactured in a first country with high technical capabilities, and the hull parallel part is built in a second country with relatively low technical skills. May be. For example, it is possible to construct the intermediate structure 90 in Japan and to construct the parallel part of the ship in the country of Latin America. In such a case, the intermediate structure 90 is self-propelled from the shipyard in Japan to the shipyard in Latin America. Considering this, it is preferable to set the width of the intermediate structure 90 to 49 m or less in accordance with the width of the Panama Canal after the widening work.

  In a shipyard in a second country where a hull parallel part is constructed, first, the intermediate structure 90 is separated into a bow structure 91 and a stern structure 92. A hull parallel portion is arranged between these structures 91 and 92, the front end of the hull parallel portion is joined to the rear end of the bow structure 91, and the hull is connected to the front end of the stern structure 92. The rear end portions of the parallel portions are joined together, whereby the hull structure 40 is constructed. Thereafter, the upper structure corresponding to the final structure is mounted on the upper deck of the boat-shaped structure 40.

  As described above, the ship-shaped structure 40 of the present embodiment is a hull section provided independently of the center cargo tanks 41 to 45 and the wing cargo tanks 61 to 65, and is a mooring device for FPSO or a mooring device. There is a shared section where a reinforcing member can be provided. That is, the common section is used to provide a mooring device or a reinforcing member when the hull structure 40 is a FPSO hull 10 and is used as a normal cargo tank or ballast tank when the hull 30 is a tanker hull 30. Therefore, even when the final structure is changed from FPSO to a tanker, for example, during the construction of the ship-shaped structure, basically only the upper structure needs to be changed in schedule, which can be flexibly handled. In addition, since the design and manufacture of the boat-shaped structure 40 can be started before the final building is determined, the period until the completion of the construction can be shortened.

  FIG. 5 schematically shows the configuration of a cargo tank or the like of a boat-shaped structure according to the second embodiment. The second embodiment is a boat-shaped structure 100 that assumes a case where the width of the hull parallel portion is relatively small (for example, about 42 m). That is, since the ship-shaped structure 100 has a relatively small width, the cargo tank is not divided into three in the longitudinal direction to provide a center cargo tank and a wing cargo tank as in the first embodiment. Divided into two.

  The hull structure 100 includes eight cargo tanks 101 on the starboard side and port side of the hull center line. A slop tank 102 is provided behind the cargo tank 101 located closest to the stern side. The length X1 of the cargo tank 101 located closest to the bow side is 6% to 11% of the length between the perpendiculars (Lpp), and the length X2 of the cargo tank 101 located closest to the stern side and the slop tank 102 is combined. Is 6% to 11% of the length between perpendiculars. A first shared section 103 is provided in the third cargo tank 101 from the bow side. The first shared section 103 is provided on the hull center line, and an internal turret can be installed therein. Other configurations are basically the same as those of the first embodiment as described below.

  That is, the ballast tanks 104 provided outside the cargo tanks 101 are divided at the center portion except for the two cargo tanks arranged in the longitudinal direction of the hull at the most stern and at the most bow, and thus are ballast tanks. The number of 104 hulls in the longitudinal direction is twice the number of cargo tanks 101 in the longitudinal direction of the hull. At the bow, the forepeak tank 105 is divided into a common compartment located in the center and tanks located on both sides by a bulkhead (not shown) substantially parallel to the center line of the hull, and an external turret is installed in the common compartment. It can also be used as a tanker trimming tank. Further, assuming that spread alluring is employed, the predetermined ballast tank 104 is provided with a reinforcing member. In addition, an extension for mounting offloading equipment is connected to the upper deck on the bow side, and the width of the stern side upper deck is a residential area and offloading equipment that can accommodate more passengers than tankers. Has been expanded to provide

  In the first and second embodiments, the ship-shaped structure is provided with a plurality of shared sections. However, the number of shared sections may be reduced according to the purpose, for example, the first shared section may be omitted. is there.

13 Second shared section 21 External turret 40, 100 Ship-shaped structure 41-45 Center cargo tank 51, 103 First shared section 61-65, 71, 72 Wing cargo tank 90 Intermediate structure 91 Bow structure 92 Stern structure

Claims (15)

A hull form structure applicable to both floating production storage and loading equipment and tankers,
Cargo tanks for storing cargo oil;
A hull section provided independently of the cargo tank, comprising a mooring device for floating production storage and loading facilities or a common section in which a reinforcing member for the mooring device can be provided ;
The common section may be installed with a mooring device when the ship-shaped structure is applied to a floating production storage and loading facility, and when the ship-shaped structure is applied to a tanker, a cargo tank, a trimming tank, or a ballast tank Ship-shaped structure characterized by being usable as   A hull parallel part and an intermediate structure configured by joining a bow structure and a stern structure, which are parts obtained by removing the hull parallel part from the ship-shaped structure, are constructed independently. The boat-shaped structure according to claim 1.   The intermediate structure is separated from the bow structure and the stern structure, the hull parallel part is disposed between these structures, and the hull parallel to the rear end of the bow structure. The ship-shaped structure according to claim 2, wherein the hull-shaped structure is constructed by joining the front end of the stern part and joining the rear end of the hull parallel part to the front end of the stern structure.   The ship-shaped structure according to claim 2 or 3, wherein a width of the intermediate structure is 49 m or less.   The ship-shaped structure according to any one of claims 2 to 4, wherein the intermediate structure is capable of self-propelling.   6. The apparatus according to claim 1, wherein the shared section is on a hull center line and is disposed closer to the bow than the center of the hull, and can also be used as a cargo tank or a trimming tank. The ship-shaped structure described.   7. The shared section is a central hull section obtained by dividing a fore peak tank into three by a bulkhead substantially parallel to a hull center line, and the mooring device is an external turret. Ship-shaped structure.   The cargo tank includes a center cargo tank disposed on a center line of the hull and wing cargo tanks provided on both sides of the center cargo tank, and the shared section is provided adjacent to one of the center cargo tanks. The hull structure according to claim 6, wherein the mooring device is an internal turret.   The cargo tank is disposed on a starboard side and a port side of a hull center line, the shared section is provided on the hull center line, and the mooring device is an internal turret. Ship-shaped structure.   The said common division is a ballast tank provided in the inner side of a ship body side wall, The said mooring apparatus contains the fair leader which lets the chain of a spread alley pass, The one of Claim 1 to 5 characterized by the above-mentioned. Ship-shaped structure.   The cargo tank includes a center cargo tank disposed on the center line of the hull, and wing cargo tanks provided on both sides of the center cargo tank, and a longitudinal direction of a hull of a ballast tank provided outside the wing cargo tank The number in the longitudinal direction of the hull of the center cargo tank is twice the number in the longitudinal direction of the hull cargo tank, or the length of the wing cargo tank located at the most stern and the most bow is 7% to 12% of the length between the vertical lines of the hull The ship-shaped structure according to claim 1, wherein the ship-shaped structure is provided.   The cargo tank is provided along the hull center line, and the hull of the ballast tank provided outside the cargo tank, except for each of the two cargo tanks arranged in the longitudinal direction of the hull at the stern and the bow. The number of the cargo tanks in the longitudinal direction of the cargo tank is twice the number of the cargo tanks in the longitudinal direction, or the length of the cargo tank located at the stern and the foremost is 6% to 11% of the length between the verticals of the hull. The ship-shaped structure according to any one of claims 1 to 7 and claims 9, 10, wherein   The ship-shaped structure according to any one of claims 1 to 12, wherein a cargo oil pump is independently arranged in the vicinity of a rear partition wall in each cargo tank.   The width of the rear end of the upper deck in the vicinity of the stern is 0.6 to 1.0 times the width of the ship, or the upper deck on the bow side is forward from the bow perpendicular by 1 to 3% of the length between the perpendiculars. The ship-shaped structure according to any one of claims 1 to 13, further comprising an extended portion that protrudes and has a width of a front end of 0.4 to 1.0 times the width of the ship. The boat-shaped structure according to claim 14, wherein a residential area where 150 or more people can stay is provided on the upper deck near the stern.

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