KR100785475B1 - Anti-sloshing structure for LNG cargo tank - Google Patents

Abstract

The present invention provides an anti-slugging bulkhead for dividing the inside of the cargo hold from side to side in order to reduce the sloshing phenomenon of the liquefied natural gas flowing left and right inside the cargo hold of the LNG carrier. The present invention relates to a cargo hold having a liquefied natural gas sludge reduction function including a stool portion fixed therein.

The cargo hold having a liquefied natural gas sludge reduction function according to the present invention has a primary barrier for preventing the leakage of cryogenic liquefied natural gas, and a liquefied natural having a secondary barrier and an insulation pad that are additionally installed to supplement the primary barrier. A cargo hold having a gas slush reduction function, the cargo hold comprising: an anti-sloshing bulkhead partitioning an interior of the cargo hold to reduce sloshing of liquefied natural gas flowing in the cargo hold; And one side is bonded to the hull inner wall and the other side is bonded to the anti-slushing bulkhead Stool (Stool) for fixing the anti-slurrying bulkhead in the cargo hold; including, the stool portion the primary barrier and It is connected to each of the secondary barrier and has an insulating pad therein to prevent the cryogenic liquefied natural gas from leaking or heat transfer to the inner wall of the hull.

LNG, cargo holds, barriers, insulation pads, anti-sloshing bulkheads, stools

Description

Anti-sloshing structure for LNG cargo tank

1 is a conceptual diagram showing a liquefied natural gas carrier with a cargo hold.

2 is a cross-sectional view showing a conventional cargo hold.

Figure 3 is a conceptual diagram showing an embodiment of the cargo hold having a liquefied natural gas sludge reduction function according to the present invention.

FIG. 4 is a partial perspective view of a first embodiment of an anti slushing bulkhead in the embodiment shown in FIG. 3.

FIG. 5 is a partial perspective view of a second embodiment of an anti slushing bulkhead in the embodiment shown in FIG. 3.

6 is an enlarged partial cross-sectional view of the first embodiment of part A in the embodiment shown in FIG.

FIG. 7 is an enlarged partial sectional view showing the second embodiment of part A in the embodiment shown in FIG.

8 is an enlarged partial cross-sectional view of a third embodiment of part A in the embodiment shown in FIG.

9 is a conceptual diagram illustrating a cargo hold to which the embodiment shown in FIG. 3 is applied.

<Description of the symbols for the main parts of the drawings>

1: LNG gas carrier 3: cargo hold

7: power unit 9: copper dam

10 Hull inner wall 20 Insulation barrier mixed layer

22: primary barrier 24: first insulating pad

26: secondary barrier 28: second insulating pad

100: corrugated bulkhead type anti slushing bulkhead

110: plate type anti slushing bulkhead

200, 200a: stool portion 202, 202a: first horizontal member

204, 204a: second horizontal member 206, 206a: first connecting member

208, 208a: second connecting member 210, 210a: first insulating pad

211 and 211a: second insulating pads 212 and 212a: support member

213: third transverse member 214: upper end of support member

216: lower end of the support member 230: first sealed space

240: third sealed space 250: second sealed space

300: pump tower

The present invention relates to a cargo hold of a liquefied natural gas carrier, and more particularly, to an anti-slugging bulkhead divided into two sides of the cargo hold to reduce the sloshing phenomenon of the liquefied natural gas flowing left and right inside the cargo hold. (Anti-Sloshing Bulkhead) and a stool (Stool) for fixing the anti-slugging bulkhead inside the cargo hold relates to a cargo hold having a liquefied natural gas sludge reduction function.

Liquefied natural gas (LNG: Liquefied Natural Gas) stored in cargo tanks and transported at low temperatures (about -163 ° C) is concerned about the fragility of hulls caused by cryogenic temperatures. This special structure is a structure to insulate and block the hull or cargo hold structural material from cryogenic liquefied natural gas. Between the barrier and the strong cold resistance inside the structural material of the hull. So-called membrane (Membrane) method of mediating the insulation to the is used a lot.

1 is a conceptual diagram showing a liquefied natural gas carrier with a cargo hold. As shown in FIG. 1, the LNG carrier 1 includes a power unit 7 for generating a thrust used to propel the residential part 5 where the crew resides and the LPG 1. A plurality of cargo holds 3 are formed in most of the hull spaces except for the above.

The cargo hold 3 is a place for storing the liquefied natural gas transported by the liquefied natural gas carrier (1). A compartment of cofferdam 9 is disposed in the space between the cargo holds 3, and is provided from the cargo hold 3 having cryogenic liquefied natural gas having a device for heating air therein. It serves to protect the hull bulkhead from the coming cold.

2 is a cross-sectional view showing a conventional membrane cargo hold. As shown in FIG. 2, the membrane cargo hold 3 internal structure includes a hull inner wall 10 made of carbon steel and a heat insulating barrier mixed layer 20 formed inside the hull inner wall 10.

At this time, the heat insulation barrier mixed layer 20 performs an insulation and blocking function to prevent the hull inner wall 10 from being damaged by the cryogenic liquefied natural gas. A primary barrier 22 made of stainless steel (SUS) is formed on the innermost side of the cargo hold 3, that is, a portion where liquefied natural gas directly contacts, and a first barrier outside the primary barrier 22. Place the thermal insulation pad (24). In addition, a secondary barrier 26 made of a triplex material that complements the function of the primary barrier 22 is disposed outwardly, and a second insulating pad (outside) of the secondary barrier 26 is finally formed outside the secondary barrier 26. 28), the second inner heat insulating pad is in contact with the hull inner wall 10, which is a ship structural material. Therefore, the cryogenic liquefied natural gas stored in the cargo hold 3 does not damage the hull inner wall 10.

However, offshore structures such as LNGCs or Floating Storage Regasfication Units (FSRUs) that are anchored and operated in one place are used in the sea state, that is, by waves or sea winds. The structure is shaken, and the liquefied natural gas stored in the cargo hold 3 flows together by the shaking of the structure itself. At this time, the flowing liquefied natural gas is to hit the inside of the cargo hold (3), this phenomenon is called a sloshing impact (Sloshing Impact).

The damage inside the cargo hold 3 due to such sloshing tends to increase as the cargo hold 3 increases in size, which serves as a lot of constraints in determining the size of the cargo hold 3 to be large. In particular, in the case of floating LNG storage and storage facilities that are anchored for a long time in a particular sea area, and in the case of a liquefied natural gas carrier that operates in an area with poor marine environment, the restriction due to such sloshing becomes a very important design factor.

Therefore, there is a need for a cargo hold having a liquefied natural gas sludge reduction function that can be applied to a large cargo hold of a liquefied natural gas carrier or a floating liquefied natural gas storage vaporization facility for storing and operating liquefied natural gas.

Therefore, the present invention provides a cargo hold having a liquefied natural gas sludge reduction function that can be applied to the liquefied natural gas carriers or floating liquefied natural gas storage vaporization equipment in order to overcome the problems of the prior art as described above. Make it a task.

In order to achieve the above technical problem, the cargo hold having a liquefied natural gas sludge reduction function according to the present invention complements the primary barrier and the primary barrier installed on the inner wall of the cargo hold to prevent the leakage of cryogenic LNG. In the LNG cargo hold internal structure having a secondary barrier and an insulation pad which is additionally installed to provide, the inside of the cargo hold from side to side to reduce the sloshing phenomenon of liquefied natural gas flowing left and right in the cargo hold. Dividing Anti-Sloshing Bulkhead; And one side is bonded to the hull inner wall, the other side is bonded to the anti-slurry bulkhead, and includes a stool (Stool) for fixing the anti-slurrying bulkhead inside the cargo hold, wherein both sides of the stool portion is 1 A liquefied natural gas sludge reduction function is connected to the primary barrier and the secondary barrier, respectively, and an insulation is inserted into the stool portion to prevent the cryogenic liquefied natural gas from leaking or transferring heat to the inner wall of the hull. To provide a cargo hold having.

At this time, the anti-slushing bulkhead is preferably in the form of a zigzag-shaped corrugated bulkhead having a constant width in the bow direction. The anti-slugging bulkhead is installed from the center of the cargo hold to the fore and aft direction and divides the cargo hold from side to side, reducing the width of the cargo hold by half to reduce the sloshing of liquefied natural gas flowing in the cargo hold. . In this case, the corrugated bulkhead type anti-slubbing bulkhead is equally divided into left and right spaces in the cargo hold, and has a shape that may have some rigidity against buckling and torsion.

In addition, the corrugated partition wall is preferably provided with a plurality of holes spaced from the left by a predetermined interval. A plurality of holes are drilled in the corrugated bulkhead dividing the cargo hold from side to side, and the liquefied natural gas may freely pass through the divided left and right spaces in the cargo hold along the hole. Therefore, by using a common pump in the cargo hold it can be transferred to the stored liquefied natural gas in and out. The presence and the number of such holes may be slightly modified according to each embodiment. If the conventional membrane cargo hold is simply divided into two independent cargo holds, the holes may not exist.

At this time, the anti-slushing bulkhead is plate-type partition wall installed in the fore and aft direction; It is installed in the vertical direction perpendicular to the plate-type bulkhead, a plurality of reinforcement stiffener (Stiffner) corresponding to the buckling of the plate-type bulkhead and the plate-type bulkhead in the vertical direction perpendicular to the longitudinal strength of the plate-type bulkhead It is preferable to include a plurality of stringers corresponding to the torsion. The plate type anti sludge bulkhead has the advantage of having greater rigidity than the corrugated bulkhead type anti sludge bulkhead described above, but has the disadvantage that the left and right spaces in the cargo hold cannot be equally divided, so that the liquefaction to be stored in the cargo hold is possible. It is preferable to selectively use each embodiment according to the capacity of natural gas.

In addition, the plate-type partition wall is preferably provided with a plurality of holes spaced from the left and right by a predetermined interval. The reason why the plurality of holes are provided in the plate type partition wall is the same as that of the plurality of holes formed on the corrugated partition wall.

At this time, the anti-slushing bulkhead is preferably made of a stainless steel or aluminum material having a strong low temperature resistance to withstand the cryogenic liquefied natural gas. Such stainless steel or aluminum material has low temperature resistance that is not damaged even by the temperature of the liquefied natural gas (about -163 ℃). Therefore, stainless steel or aluminum is suitable as the material of the anti-slubbing bulkhead which is in direct contact with the cryogenic liquefied natural gas.

At this time, the stool portion, the first horizontal member is joined to the end of the anti-slugging bulk head; A second horizontal member positioned side by side with a predetermined interval spaced below the first horizontal member; Supporting members connected to both ends of the first horizontal member and both ends of the second horizontal member, respectively, extending to the inner wall of the hull; A first connection member branched from an upper end of the support member and extended to the primary barrier to be joined; And a second connection member branched from an upper end of the support member to extend to the secondary barrier and joined to each other, and a plurality of insulating pads are inserted above or below the second horizontal member.

The second horizontal member may further include a third horizontal member which is spaced apart from the second horizontal member by a predetermined interval and whose both ends are joined to an upper end of the support member. At this time, the stall part has three sealed spaces by additionally bonding the third horizontal member. Since the number of such closed spaces may vary according to each embodiment, a plurality of closed spaces provided in the stall may be used in various ways by installing more horizontal members as necessary.

At this time, the second sealed space formed by the upper end of the second horizontal member, the third horizontal member and the support member is inside to determine whether the gas leak due to the crack of each member forming the second sealed space. In order to fill the gas, it is preferable to be connected to one compartment along the outer edge of the anti-slushing bulkhead. In the conventional cargo hold, a pressure inspection operation through gas filling is always performed to check whether cracks exist on the primary barrier and the secondary barrier. Similarly, the stool portion includes the first horizontal member constituting the stool portion. A pressure inspection operation through gas filling is always performed to check whether cracks exist on the second horizontal member, the third horizontal member, the first connection member, the second connection member, and the support member. In this case, as the space for filling the gas, the second sealed space is used, and the second sealed space is each member forming the second sealed space, that is, the second horizontal member, the third horizontal member, and the In order to determine whether the gas leaks due to the crack of the upper end of the support member is connected to one compartment along the outer periphery of the anti-slushing bulkhead so that the gas is filled. In addition, the second sealed space thus connected also serves as a work passage for the maintenance work of the cargo hold.

In addition, it is preferable that the third horizontal member has a stainless steel or aluminum material having strong low temperature resistance to withstand the cryogenic liquefied natural gas.

At this time, the stall portion preferably has the second transverse member that is relatively longer than the length of the first transverse member to more firmly support the anti-slushing bulkhead and to be bonded on the inner wall of the hull. That is, the first transverse member joined to the anti-slushing bulkhead, the second transverse member relatively longer than the first transverse member, both ends of the first transverse member, and both ends of the second transverse member The support members, which are installed to be bonded to each other, have a trapezoidal shape. This shape is a form that can more firmly support the anti-slushing bulkhead joined to the first cross member. However, in another embodiment, the first lateral member and the second lateral member may use a rectangular stool having the same length.

At this time, the upper end portions of the first horizontal member, the second horizontal member, the first connection member, the second connection member and the support member may be made of stainless steel or aluminum having strong low temperature resistance to withstand cryogenic liquefied natural gas. It is preferable that the lower end of the support member having a material and the inner wall of the hull has the same carbon steel material as the inner wall of the hull. The first lateral member, the second lateral member, the first connecting member and the second connecting member are all connected to or perform the same action as the primary barrier or the secondary barrier of the conventional membrane cargo hold, and thus cryogenic natural gas It is preferable to use stainless steel or aluminum which is a material having a strong low temperature resistance that can withstand.

In addition, the first sealed space formed by the upper end of the first horizontal member, the second horizontal member and the support member is inside to determine whether the gas leak due to the crack of each member forming the first sealed space. Preferably, the gas is filled in one compartment along the periphery of the anti-slushing bulkhead. The first hermetic space is a space for filling gas, similar to the second hermetic space, and includes each member forming the first hermetic space, that is, the first transverse member, the second transverse member, and the upper end of the support member. In order to determine whether the gas leaks due to the crack is connected to a compartment along the outer periphery of the anti-slushing bulkhead to fill the gas inside. In addition, the connected first sealed space also serves as a work passage for the maintenance work of the cargo hold.

In this case, a third sealed space is formed below the second sealed space by the third outer member, a lower end of the support member, and a hull outer wall to which the lower end of the support member is attached. The closed space may control an internal temperature of the support member, which is structurally joined to the upper end of the support member by cold air heat transferred through the upper end of the support member from the cryogenic liquefied natural gas stored in the cargo hold. It can be used for the purpose of preventing damage to the lower end and the inner wall of the hull.

Hereinafter, a preferred embodiment of the cargo hold having a liquefied natural gas sloshing reduction function according to the present invention.

3 is a conceptual diagram showing an embodiment of the cargo hold having a liquefied natural gas sludge reduction function according to the present invention, Figure 4 is a first embodiment of the anti-slugging bulkhead in the embodiment shown in FIG. An example is a partial perspective view, FIG. 5 is a partial perspective view showing a second embodiment of the anti-slushing bulkhead in the embodiment shown in FIG. 3, and FIG. 6 is a partial perspective view of the embodiment A in the embodiment shown in FIG. 1 is an enlarged partial cross-sectional view showing an embodiment, FIG. 7 is a partial cross-sectional view showing an enlarged second embodiment of A in the embodiment shown in FIG. 3, and FIG. 8 is a view showing the embodiment shown in FIG. A conceptual diagram showing a cargo hold.

As shown in Figure 3, the cargo hold having a liquefied natural gas sloshing reduction function according to the present invention is an anti-sloshing bulkhead (100, Anti-Sloshing Bulkhead) and bilateral dividing the inside of the cargo hold (3), one side Silver is bonded to the hull inner wall 10, the other side includes a stool portion 200 to be bonded to the anti-slugging bulkhead 100.

4 and 5 illustrate various embodiments of the anti slushing bulkhead 100 in the embodiment shown in FIG. 3, with reference to the corresponding figures for various anti slushing bulkheads 100, 110. I would like to explain.

FIG. 4 is a partial perspective view of a first embodiment of an anti slushing bulkhead in the embodiment shown in FIG. 3. As shown in Figure 4, the anti-slurry bulkhead is a structure that is installed in the cargo hold 3 for storing the liquefied natural gas and divides the cargo hold 3 to the left and right. The anti-slushing bulkhead 100 in this embodiment is a pleated bulkhead type of zigzag shape having a constant width in the bow and tail direction.

The anti-slubbing bulkhead 100 of the corrugated bulkhead type is mounted in the bow direction at the center of the cargo hold 3 and divides the cargo hold 3 from side to side. Is reduced to half, the sloshing phenomenon of liquefied natural gas flowing inside is reduced. In addition, the zigzag-shaped corrugated bulkhead type anti-slubbing bulkhead 100 having a predetermined width is preferable as a shape that can equally split the inner space of the cargo hold 3 from side to side, and structurally buckled. And a shape capable of having rigidity against torsion. In addition, there are a plurality of partition wall holes 102 that are punctured at predetermined intervals, and the liquefied natural gas stored in the cargo hold can freely pass through the divided left and right spaces. By the free left and right space movement of the liquefied natural gas, it is possible to transfer the stored liquefied natural gas to the inside and outside using a pump in common in the cargo hold.

FIG. 5 is a partial perspective view of a second embodiment of an anti slushing bulkhead in the embodiment shown in FIG. 3. As shown in FIG. 5, the plate-type anti-slushing bulkhead 110 includes a plate-type partition wall 112 installed in the fore and aft direction, and a plurality of plate-type partition walls 112 installed vertically perpendicular to the plate-type partition wall 112. Reinforcement stiffener (114, Stiffner) and a plurality of reinforcement stringer (116, Stringer) is installed in the front and rear direction perpendicular to the plate-type partition wall (112).

The plate-type anti-slugging bulkhead 110 is a plate-shaped member vertically mounted in the bow and tail direction at the center of the cargo hold 3, and divides the interior space of the cargo hold 3 from side to side. As a result, the left and right widths of the cargo hold 3 are reduced in half, and the slushing phenomenon of the liquefied natural gas flowing in the narrow space is reduced. This plate-type anti-slugging bulkhead 110 has a number of reinforcing members, that is, a plurality of reinforcing stiffeners 114 and a plurality of reinforcing stringers (compared with the corrugated bulkhead type anti-slubbing bulkhead 100 shown in FIG. 4). 116), it can structurally have a very large rigidity against buckling and torsion. In addition, since there are a plurality of plate holes 118 perforated at predetermined intervals, the liquefied natural gas stored in the cargo hold through the plate holes 118 can freely pass through the divided left and right spaces. By the free left and right space movement of the liquefied natural gas, it is possible to transfer the stored liquefied natural gas to the inside and outside using a pump in common in the cargo hold. However, in the case of the plate-type anti-slushing bulkhead 110, unlike the corrugated bulkhead type anti-slubbing bulkhead 100 shown in FIG. You can follow this.

Therefore, the corrugated bulkhead type anti slushing bulkhead 100 shown in FIG. 4 and the plate type anti slushing bulkhead 110 shown in FIG. 5 select any type according to the size, use and capacity of the cargo hold to be installed. Can be applied. Naturally, the two types of anti-slushing bulkheads can take the form of any modified structure. From now on, it will be described that the two types of wrinkle bulkhead type anti-slugging bulkhead 100 is applied.

6 and 7 illustrate various embodiments of the portion A in the embodiment illustrated in FIG. 3, the portion A will be described with reference to the accompanying drawings. At this time, the portion A shown in Figs. 6 and 7 is the hull inner wall 10 and the anti-slugging bulkhead 100 divided into the left and right inside the cargo hold, in this case, the anti-slubbing bulkhead corrugated bulkhead type anti-slushing bulk And stool portions 200, 200a on various embodiments that are respectively bonded to secure the anti-slushing bulkhead 100 inside the cargo hold.

First, referring to the first embodiment of the portion A shown in FIG. 6, the stool portion 200 may include a first transverse member 202 joined to an end portion of the anti-slushing bulkhead 100, and the first cross member 202. The second horizontal member 204 and the second horizontal member 202 positioned side by side spaced apart below the first horizontal member 202, and both ends of the first horizontal member 202 and both ends of the second horizontal member 204, respectively, A supporting member 212 to be joined, a first connecting member 206 branched from the upper end 214 of the supporting member to extend to the primary barrier 22, and a branch from the upper end 214 of the supporting member And a second connection member 208 and a second insulation pad 210 and a second insulation pad 211 attached to upper and lower surfaces of the second horizontal member, respectively, extending to the secondary barrier 26 and joined to each other.

At this time, the first horizontal member 202, the second horizontal member 204, the first connecting member 206, the second connecting member 208 and the upper end portion 214 of the support member It has a stainless steel or aluminum material, the lower end portion 216 of the support member has the same carbon steel material as the hull inner wall (10).

By the first connecting member 206 connected to the primary barrier 22 of the conventional cargo hold and the second connecting member 208 connected to the secondary barrier 26 of the conventional cargo hold, the first horizontal member ( 202, the second horizontal member 204 and the upper end 214 of the support member are all connected. Accordingly, these members 202, 204, 206, 208 use stainless steel or aluminum having the same low temperature resistance as the primary barrier 22 of the conventional cargo hold. The lower end portion 216 of the support member uses a carbon steel material which is the same as or similar to that of the hull inner wall 10.

The upper end portion 214 of the support member is joined to the first horizontal member 202, the first connecting member 206, the second horizontal member 204, and the second connecting member 208 to be liquefied natural gas. Because it is easy to receive cryogenic heat from, use stainless steel or aluminum material with strong cold resistance. However, since the lower end portion 216 of the support member is bonded to the inner wall 10 of the hull, carbon steel made of the same or similar material as the inner wall 10 of the hull is used. The connection position of the upper end 214 of the support member and the lower end 216 of the support member may be determined in consideration of the air temperature inside the cofferdam, which is a space between the cargo holds.

In addition, the second horizontal member 204 is provided below the first horizontal member 202 side by side at a predetermined interval, and the material of the second horizontal member 204 is the first horizontal member 202. It is made of stainless steel or aluminum in the same material as). The second horizontal member 204 replaces the role of the secondary barrier 26, and upper and lower surfaces of the second horizontal member 204 respectively include the first insulating pad 210 and the second insulating pad 211. Is attached to protect the hull inner wall from the cryogenic liquefied natural gas.

The first sealed space 230 formed by the first horizontal member 202, the second horizontal member 204, and the upper end portion 214 of the support member is formed by cracks generated on the stool part 200. In order to determine whether the gas leaks, the gas is filled in one compartment along the outside of the anti-slushing bulkhead 100. After fabricating the cargo hold, a pressure inspection operation through gas filling is always performed to check whether cracks exist on the primary barrier 22 and the secondary barrier 26. Similarly, the stool After installing the unit 200, the first horizontal member 202, the second horizontal member 204, the first connecting member 206, and the second connecting member constituting the stool part 200 ( 208 and the pressure inspection operation through gas filling is always performed to check whether cracks exist on the upper end 214 of the support member. In this case, as the space for filling the gas, the first sealed space 230 is used. In addition, the first sealed space 230 also serves as a passage for maintenance work of the cargo hold.

At this time, the second transverse member 204, the lower end portion 216 of the support member, and the lower end portion 216 of the support member are attached to the inner wall 10 of the lower portion of the first sealed space 230. There is a third sealed space 240 formed by. The third hermetically sealed space may control an internal temperature, and the upper end portion 214 of the support member may be controlled by cold air heat transferred from the cryogenic liquefied natural gas stored in the cargo hold through the upper end portion 214 of the support member. The lower end 216 and the hull inner wall 10 of the support member is structurally bonded may be used for the purpose of preventing damage.

Next, referring to the second embodiment of the portion A shown in FIG. 7, the stool portion 200a is shaped to support the front and rear of the anti-slushing bulkhead 100. Unlike the stool portion 200 of the embodiment, the first horizontal member 202a and the second horizontal member 204a have the same length. The support member 212a joined to the hull inner wall 10 by connecting them by the first lateral member 202a and the second lateral member 204a is vertically bonded to the hull inner wall 10. Since the rectangular stool portion 200a has a relatively low bearing force as compared to the stool portion 200 of the first embodiment shown in FIG. 6, the portion supporting the anti-slushing bulkhead 100 in a vertical direction, that is, the It is difficult to use the upper and lower ends of the anti-slushing bulkhead 100, but may be used in the front and rear ends. Since the shape and coupling relationship of the other stool portion 200a is the same as the stool portion 200 of the first embodiment described with reference to FIG. 6, redundant descriptions thereof will be omitted.

Next, referring to the third embodiment of part A shown in FIG. 8, since the third embodiment shown in FIG. 8 has many similarities to the first embodiment shown in FIG. 6, only the differences will be briefly described. do.

Referring to FIG. 8, unlike the first embodiment, in the third embodiment, the second horizontal member 204 is spaced apart from the second horizontal member 204 by a predetermined distance below the second horizontal member 204. The third horizontal member 213 joined is further included.

At this time, the first insulating pad 210 is attached to the lower portion of the second horizontal member 204, spaced downward from the first insulating pad 210 by a predetermined interval to further bond the third horizontal member 213. The second insulating pad 211 is attached to the lower portion of the third horizontal member 213. As a result, a second sealed space 250 is formed between the lower surface of the first insulating pad 210 and the upper surface of the third horizontal member 213. In addition, a third sealed space 240 described in the first embodiment is formed between the lower surface of the second insulating pad 211 and the upper surface of the inner wall 10 of the hull.

The third horizontal member 213 is made of stainless steel or aluminum in the same or similar manner as the second horizontal member 204, and the second sealed space 250 is the first described in the first embodiment. Like the sealed space 230 is used as a gas filling space.

At this time, the second sealed space 250 is the upper end of each member forming the second sealed space 250, that is, the second horizontal member 204 and the third horizontal member 213 and the support member. In order to determine whether the gas leaks due to the crack is connected to a compartment along the outer periphery of the anti-slushing bulkhead to fill the gas inside. In addition, the second sealed space 250 may be utilized as a work passage for the maintenance work of the cargo hold.

9 is a conceptual diagram illustrating a cargo hold to which the embodiment shown in FIG. 3 is applied. Referring to Figure 9, when explaining the cargo hold internal structure having a liquefied natural gas sludge reduction function, the cargo hold 3 described in Figure 2 is divided into two inner spaces according to a preferred embodiment of the present invention. This is achieved by the anti-slugging bulkhead 100 which bisects the inside of the cargo hold from side to side in the bow direction. The anti-slubbing bulkhead 100 is trapezoidal shaped in the vertical direction to be joined to the cargo hold. It is supported by the tool part 200, and is supported by the rectangular stool part 200a in the front-back direction. This embodiment is applied in consideration of the case where the anti-slushing bulkhead 100 receives more force in the upper and lower portions, and may be arbitrarily changed.

The cargo hold is divided into left and right by the anti-slushing bulkhead 100 and the stool parts 200 and 200a supporting the bulkhead, and the liquefied natural gas is stored in the left and right spaces in the divided hold. As the size of the cargo hold in which the liquefied natural gas is stored decreases, the sloshing phenomenon caused by the liquefied natural gas generated in the cargo hold is reduced, so that the sloshing reduction effect can be brought compared with the conventional cargo hold described with reference to FIG. 2. . In addition, since the cargo hold internal structure having a liquefied natural gas slushing reduction function including the anti-slushing bulkhead 100 and the stool parts 200 and 200a may be provided in plural, a large cargo hold can be manufactured. It also brings effects. In addition, the side of the anti-slugging bulkhead 100 can also be installed in the pump tower 300 to withdraw the liquefied natural gas from the cargo hold to the outside, which was generated in the conventional hanging type pump tower Vibration problems can also be solved.

In this embodiment, only the state in which the anti-slushing bulkhead 100 is installed in the bow direction is described. However, in another embodiment, even if the anti-slushing bulkhead 100 is installed in the transverse direction, or the anti-slubbing bulkhead 100 is installed in the fore and aft transverse direction, both of the present invention It is considered to be included in the scope.

In the above described the cargo hold having a liquefied natural gas sludge reduction function according to the present invention. Such a technical configuration of the present invention will be understood by those skilled in the art that the present invention can be implemented in other specific forms without changing the technical spirit or essential features of the present invention.

Therefore, the above-described embodiments are to be understood in all respects as illustrative and not restrictive, and the scope of the present invention is indicated by the following claims rather than the foregoing description, and the meanings of the claims and All changes or modifications derived from the scope and the equivalent concept should be construed as being included in the scope of the present invention.

As described above, according to the cargo hold having the liquefied natural gas sloshing reduction function according to the present invention, since the conventional cargo hold is divided into two by the anti-sloshing bulkhead and the stool supporting it, the liquefied natural stored in the cargo hold Since the sloshing phenomenon of the gas is reduced, it is possible to produce a very large cargo hold.

In addition, according to the cargo hold having a liquefied natural gas sloshing reduction function according to the present invention, because it can be applied to the floating liquid liquefied natural gas storage gas storage equipment (FSRU) that requires a large cargo hold, super large floating liquefied natural gas storage vaporization equipment The production of the effect is possible.

In addition, according to the cargo hold having a liquefied natural gas sludge reduction function according to the present invention, the pump tower for liquefied natural gas withdrawal to the anti-slubbing bulkhead installed inside the cargo hold can be installed to be directly connected structurally pump tower There is a technical effect to solve the vibration problem.

Claims (8)

In the cargo hold having a liquefied natural gas sludge reduction function having a primary barrier for preventing the leakage of cryogenic liquefied natural gas, a secondary barrier and an insulating pad additionally installed to supplement the primary barrier, Anti-Sloshing Bulkhead partitioning the inside of the cargo hold to reduce the sloshing phenomenon of the liquefied natural gas flowing in the cargo hold (Anti-Sloshing Bulkhead); And One side is bonded to the hull inner wall and the other side is bonded to the anti-slushing bulkhead Stool (Stool) portion for fixing the anti-slurrying bulkhead in the cargo hold; The stool part is connected to the primary barrier and the secondary barrier, respectively, and has a thermal insulation pad therein to prevent the liquefied natural gas slushing reduction function characterized in that the cryogenic natural gas to prevent leakage or heat transfer to the inner wall of the hull. Cargo hold having. The method of claim 1, The anti slushing bulkhead A cargo hold having a liquefied natural gas sludge reduction function, characterized by a zigzag corrugated shape. The method of claim 1, The anti slushing bulkhead Plate type bulkhead; A stiffener vertically bonded to the plate-type partition wall; And A cargo hold having a liquefied natural gas sloshing reduction function, characterized in that it comprises a stringer (Stringer) bonded in the front and rear direction perpendicular to the plate-type partition wall. The method according to any one of claims 1 to 3, The anti-slugging bulkhead cargo hold having a liquefied natural gas sludge reduction function, characterized in that a hole for liquefied natural gas can be moved between the compartments. The method of claim 1, The stool portion A first transverse member joined to an end of the anti sloshing bulkhead; A second transverse member located below the first transverse member; Supporting members connected to both ends of the first horizontal member and both ends of the second horizontal member, respectively, extending to the inner wall of the hull; A first connection member branched from an upper end of the support member and extended to the primary barrier to be joined; And A second connection member branched from an upper end of the support member and extended to the secondary barrier to be joined; A cargo hold having a liquefied natural gas sludge reduction function, characterized in that a plurality of insulating pads are inserted above or below the second horizontal member. The method of claim 5, A cargo hold having a liquefied natural gas sludge reduction function further comprises a third horizontal member positioned below the second horizontal member and joined to an upper end and an upper end of the support member. The method of claim 6, The second sealed space formed by the second transverse member, the third transverse member and the upper end of the support member is the anti-slushing bulk so that gas is filled therein to determine whether the gas leaks due to the crack of each member. Cargo hold with a liquefied natural gas sludge reduction, characterized in that connected to one compartment along the outside of the head. delete

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