KR20140010355A - Cargo tank using straight corrugation membrane connection member for extremely low temperature substance carrier - Google Patents

Abstract

The present invention relates to a cargo hold of an extremely low temperature material cargo ship, which comprises: a hull shell which forms the exterior of a cargo hold; a membrane first protective wall which is in contact with an extremely low temperature material inside the cargo hold; a first insulating wall which is installed in the external side of the first protective wall; a membrane second protective wall which is installed in the external side of the first insulating wall; and a second insulating wall which is placed in the external side of the second protective wall in order to be fixated to the hull shell. At least one between the first insulating wall and the second insulating wall comprises: a plastic stiffener which is formed of multiple plastic thin plates; and an insulating board which is formed of an insulator filled in the inside of a grid of the plastic stiffener. According to an embodiment of the present invention, the cargo hold of an extremely low temperature material cargo ship is formed in a special structure where a polyurethane form insulator is reinforced with the plastic stiffener for the insulating wall in order to use polyurethane form with relatively low density compared to a case where the insulator is not reinforced with the plastic stiffener. Therefore, the cargo hold prepared by the present invention can reduce raw material costs for polyurethane form consumed, secure excellent insulation capacity and compressive strength, and reduce the thickness of polyurethane form.

Description

Cargo hold for cryogenic material carrier using straight curved membrane sheet {CARGO TANK USING STRAIGHT CORRUGATION MEMBRANE CONNECTION MEMBER FOR EXTREMELY LOW TEMPERATURE SUBSTANCE CARRIER}

The present invention relates to a cargo hold for cryogenic material transport, and more particularly, to form a continuous corrugated barrier along the lateral corner line of the cargo hold, and further to the middle portion of the cargo hold. By taking the structure formed, the cargo hold of the cryogenic material carrier using a linear curved membrane sheet that can be divided production and mounting of the cargo hold, the construction period is shortened, and can maintain excellent rigidity at a low production cost.

The cargo hold of a carrier that stores and transports cryogenic (including low and cryogenic) liquefied gases, such as LNG and LPG, keeps the liquefied gas contained insulated from the outside in the desired phase, as well as the load and chemical action of the liquefied gas. Must have durability for

As the insulating structure of the cryogenic cargo hold, so-called 'Mark III' and 'NO 96' which are membrane insulation systems of GTT Transport (Gaz Transport & Technigaz SAs) are known.

'Mark III' type cargo hold, as shown in Fig. 18, a triplex composite with a primary barrier 10 consisting of a stainless steel membrane corrugation barrier (or corrugated corrugation barrier). A secondary barrier 20 made of material is provided. In addition, a primary insulation wall 30 is installed between the primary barrier 10 and the secondary barrier 20, and a secondary insulation wall 40 is installed between the secondary barrier 20 and the hull 2. do. The primary insulation wall 30 is a plywood 32 bonded to the upper surface of the insulation 31 made of high density polyurethane foam (PUF). In addition, the secondary heat insulating wall 40 is a wooden plywood 42 bonded to the lower surface of the high-density polyurethane foam heat insulating material (41). The secondary insulating wall 40 is supported on the hull 2 by mastic and fixed to the hull by stud bolts.

The 'Mark III' type cargo hold is relatively easy to construct since the primary and secondary barriers and the thermal insulation walls 10, 20, 30, and 40 can be manufactured and mounted integrally on land. However, the welding of the corrugated corrugated barrier, that is, the primary barrier 10 is complicated, so the automation rate is low, and it is relatively difficult to secure the reliability of the secondary barrier 20 made of triplex.

In addition, the 'Mark III' type cargo hold has excellent heat insulating properties, so that the thickness of the insulating walls 30 and 40 can be made thinner than that of the 'NO 96' type, thereby increasing the internal volume of the cargo hold. . However, high density polyurethane foam insulation (31, 41) is used, so the compressive strength and rigidity is inferior to the 'NO 96' type. In addition, due to the low compressive strength and rigidity of the polyurethane foam, there is a fear that the adhesive interface of the wood plywood falls or cracks in the wood plywood due to the flow of liquefied gas during operation.

In addition, the polyurethane foam used in the 'Mark III' type insulation board is a high-density foam of 125kg / ㎥ or more as the raw material price is very expensive, which is a factor to weaken the cost competitiveness of the ship.

In the 'NO 96' type cargo hold, as shown in FIG. 19, a membrane sheet of invar material, in which both the primary barrier 51 and the secondary barrier 52 are commonly referred to as 'invariant steel', is used. Use In addition, the primary and secondary thermal insulation walls 60 and 70 are formed in a form in which pearlite powder is filled in the thermal insulation boxes 61 and 71 made of wood, and each thermal insulation box 61 ( 71 are connected to couplers 81 and 82.

In the 'NO 96' type cargo hold, since the primary and secondary barriers 51 and 52 have a flat shape without corrugated wrinkles, barrier welding is simpler than the 'Mark III' type, and automation of barrier welding is relatively easy. However, since the primary and secondary insulation walls 60 and 70 have to be made in the form of boxes, respectively, it is difficult to manufacture and mount the partitions, which is difficult to construct compared to the 'Mark III' type.

In addition, the 'NO 96' type cargo hold, there is a problem that the production cost is excessively excessive compared to the 'Mark III' type cargo hold as the primary and secondary barriers (51, 52) using both expensive Invar membrane.

In addition, since the 'NO 96' type cargo hold is filled with pearlite powder, which is a heat insulating wall inside the wooden box, it can have higher compressive strength and rigidity than the 'Mark III' type. However, due to the problem of deterioration of insulation performance due to high thermal conductivity compared to 'Mark III' type, it is inevitable to form a thick insulation wall, which reduces the internal volume of the cargo hold. In addition, the wooden box itself may be damaged by the sloshing impact of the liquefied gas inside the cargo hold.

On the other hand, in the 'Mark III' type and 'NO 96' type cargo hold, the secondary insulation wall is fixed only by the stud bolts, and the secondary barrier, the primary insulation wall and the primary barrier are glued on the secondary insulation wall. It is in adhesive form. Therefore, in the corner part where load due to thermal deformation acts asymmetrically, stud is not absorbed all of shrinkage of barrier and insulation board according to temperature of cryogenic material, compression deformation according to head pressure of cryogenic material and deformation due to ship motion. Too much stress is likely to concentrate only on the bolted connection.

The present invention was developed to improve the above technical situation as described above, an object of the present invention is to form a straight curved corrugated barrier that continues in parallel along the lateral corner line of the cargo hold, the straight curved corrugation of the corner line By joining a flat main barrier using a barrier as a connecting member, it is possible to provide a cargo hold for a cryogenic material carrier using a linear curved membrane sheet capable of dividing and mounting a cargo hold and shortening a construction period.

Furthermore, the object of the present invention is to take a structure in which a straight curved corrugated barrier is formed in the middle part of the cargo hold in parallel along the longitudinal direction, so that the production and loading of the cargo hold is more convenient and the construction period can be further shortened. To provide a cargo hold for cryogenic material carriers using a straight curved membrane sheet.

Furthermore, it is an object of the present invention to reduce the production cost by constructing a membrane sheet constituting a straight curved crimp barrier and a main barrier with different materials.

Furthermore, it is an object of the present invention to provide excellent compressive strength and stiffness and to reduce costs while securing heat insulating properties equal to or higher than conventional heat insulating walls.

The cargo hold of the cryogenic material carrier according to an aspect of the present invention includes a hull shell forming an exterior of the cargo hold, a membrane primary barrier contacting the cryogenic material inside the cargo hold, and one provided outside the primary barrier. A primary heat insulation wall, a membrane secondary barrier installed outside the primary heat insulation wall, and a secondary heat insulation wall disposed outside the secondary barrier and fixed to the hull shell, wherein the primary heat insulation wall or the At least one heat insulation wall of the secondary heat insulation walls may include a plastic reinforcement material comprising a plurality of plastic thin plates; And a heat insulating plate made of a heat insulating material filled in the lattice of the plastic reinforcing material.

Specifically, the plastic reinforcement may include reinforcing the compressive force in a form in which the plurality of plastic thin plates are erected in the thickness direction of the heat insulating material.

Specifically, the plastic reinforcing material may include a lattice structure formed by the plurality of plastic thin plates to reinforce the compressive force.

Specifically, the plastic reinforcing material may include a fiber reinforced plastic (FRP).

Specifically, the plastic thin plate may include a plurality of holes formed in the abdomen.

Specifically, the heat insulating material may include a low density polyurethane foam having a density of 45 kg / m 3 or less.

Specifically, the heat insulation wall, the upper plywood formed on the upper surface of the heat insulation plate; And it may further include a lower plywood formed on the lower surface of the heat insulating plate.

Specifically, each of the upper plywood and the lower plywood may include being bonded by an adhesive.

Specifically, the plastic reinforcement may include forming a slit in the upper plywood or the lower plywood, and inserted into the slit.

According to the present invention, a straight curved corrugated barrier that is arranged in parallel along the lateral corner line of the cargo hold is arranged, and has a structure in which the linear curved corrugated barrier is joined to the flat main barrier, so that the production and mounting of the cargo hold is possible. It is possible and the construction period can be shortened.

In addition, by additionally forming a straight curved corrugated barrier that continues in parallel in the longitudinal direction in the middle portion of the cargo hold, the division production and mounting of the cargo hold is more convenient and the construction period is further shortened.

In addition, the straight curved corrugated barrier is made of Invar material and the flat main barrier is made of stainless steel, thereby reducing the barrier material cost and smoothly absorbing heat shrinkage.

In addition, by forming the insulation wall into a special structure that reinforces the polyurethane foam insulation by plastic reinforcement, it is possible to use a relatively low density polyurethane foam than when the insulation is not reinforced with plastic reinforcement, thereby reducing the price of the polyurethane foam raw material. The thickness can be reduced while ensuring excellent insulation ability and compressive strength.

1 is a schematic view of a cargo hold according to the present invention.
2 is a detailed cross-sectional view of the cargo hold according to the present invention.
3 is an exploded perspective view of the cargo hold according to the present invention.
4 is a view showing a primary barrier of the cargo hold according to the present invention.
5 is a view showing a secondary barrier of the cargo hold according to the present invention.
6 is an exploded perspective view showing an arrangement structure of a barrier and a heat insulation wall of a cargo hold according to the present invention.
7 is a cross-sectional view showing the arrangement of the barrier and the heat insulation wall of the cargo hold according to the present invention.
8 is a perspective view showing the assembled state of the primary barrier and the primary insulating wall of the cargo hold according to the present invention.
9 is a perspective view showing the assembled state of the secondary barrier and the secondary insulating wall of the cargo hold according to the present invention.
10 is a perspective view showing the assembled state of the primary barrier and the insulation wall and the secondary barrier and insulation wall of the cargo hold according to the present invention.
11 is an exploded perspective view showing the structure of the primary heat insulation wall of the cargo hold according to the present invention.
12 is a cross-sectional view showing the structure of the primary insulating wall of the cargo hold according to the present invention.
Figure 13 is an exploded perspective view showing the structure of the secondary insulating wall of the cargo hold according to the present invention.
14 is a cross-sectional view showing the structure of the secondary insulating wall of the cargo hold according to the present invention.
15 is a view showing a spring and bolt fastening portion for the corner portion of the cargo hold according to the invention.
16 is a cross-sectional view showing in detail the spring and bolt fastening structure according to the present invention.
17 is an exploded perspective view of the spring and bolt fastening device according to the present invention.
18 is a view showing a conventional 'Mark III' type cargo hold.
19 is a view showing a conventional 'NO 96' type cargo hold.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a schematic view of a cargo hold according to the present invention. 1 is a view for defining the overall shape and direction of the cargo hold to be referenced herein rather than a detailed configuration of each element. However, the direction of the cargo hold in the present specification is arbitrarily designated for convenience of description, and the direction defined in the present specification may be different from the direction when applied to the actual ship. In addition, 'inside' refers to the direction of the inner receiving space of the cargo hold, 'outer' refers to the outer hull shell direction.

In Figure 1, the cargo hold according to the present invention is the hull shell 100, the primary barrier 200, the primary insulation wall 300, the secondary barrier 400 and the secondary insulation wall 500 transverse wall in the front and rear direction And a floor, a vertical wall and a ceiling are formed between the transverse walls.

And the cabinet of the corner where the floor meets the vertical wall and the cabinet of the corner where the ceiling meets the vertical wall form an obtuse angle. If the corner is formed at an obtuse angle, it is advantageous to install the pleated cross section described later so as to continue around the left and right of the cargo hold. In order to form an obtuse angle at the corner, the edge where the bottom and the vertical wall meet is formed as a slope wall, and the edge where the vertical wall and the ceiling meet is also formed as a slope wall.

2 and 3 show the cargo hold shown in FIG. 1 in detail.

As shown in Figures 2 and 3, the cargo hold of the present invention, the hull shell 100 forming the outside of the cargo hold, the membrane primary barrier 200 in contact with the cryogenic material inside the cargo hold, and 1 The primary heat insulation wall 300 provided outside the primary barrier 200, the membrane secondary barrier 400 provided outside the primary insulation wall 300, and the outer side of the secondary barrier 400. It is disposed in the hull shell 100 includes a secondary heat insulating wall (500).

In Figure 3, according to the present invention, the secondary insulating wall 500 is fixed to the hull shell 100 by a plurality of stud bolts (or anchors) 130, in particular the corner portion of the spring and bolt fastening device ( 600). The fixing by the stud bolt 130 is a known fixing method, and the fixing by the spring and bolt fastening device 600 is presented in the present invention, a detailed description thereof will be described later.

4 shows a primary barrier 200 of a cargo hold according to the invention.

As shown in FIG. 4, the primary barrier 200 includes a primary corner corrugated panel 210 and a primary main panel 230.

The primary corner corrugated panel 210 is disposed along the circumference of the horizontal wall corner portion 201 where the floor, the vertical wall, and the ceiling meet the horizontal wall, and are bent from both corner lines of the horizontal wall corner portion 201 to both wall surfaces. A flat plate-shaped bent plate portion 212 and a pleat portion 214 extending from both of the bent plate portion 212 and a plurality of pleated cross-sections are formed continuously in parallel along the corner line. As the floor and the vertical wall, the vertical wall and the ceiling meet at an obtuse angle (preferably 135 degrees) through the intervention of the inclined wall, the wrinkles 214 can also be formed continuously without being cut off.

The primary main panel 220 is formed in all circumferential wall regions other than the primary corner corrugated panel 210, namely, the floor, vertical wall, ceiling, and transverse wall regions.

The primary corner corrugated panel 210 and the primary main panel 220 of such a form are bonded to each other by a method such as resistance welding to form a primary barrier 200. The primary corner corrugation panel 210 serves to absorb shrinkage deformation caused by the temperature of the cryogenic material by the corrugation portion 214 where the corrugation cross section is continuous.

In particular, since the pleats 214 of the primary corner corrugation panel 210 are seamlessly continued along the entire circumference of the transverse wall corner 201 of the cargo hold, the shrinkage displacement of the main barrier even if only the pleats 214 are locally formed. Can be sufficiently absorbed.

In addition, the primary main panel 220 of the primary barrier 200 is made of stainless steel, the primary corner corrugated panel 210 is made of Invar material. This is because the primary main panel 220, which occupies most of the barrier, is composed of a membrane sheet made of stainless steel, and only the primary corner corrugated panel 210 uses invar material, thereby minimizing the use of expensive invar material. Yet it is to be able to absorb the shrinkage displacement of the primary main panel 220.

Meanwhile, both sides of the primary corner corrugated panel 210 may be connected to the primary main panel 220 through the insert panel 216.

In addition, as shown in FIG. 4, it is preferable to arrange one or more rows of primary intermediate corrugated panels 230 in the middle portion of the primary main panel 220 of the primary barrier 200. 4 is a form in which only one row of the primary intermediate corrugated panel 230 is installed.

The primary intermediate corrugation panel 230, like the primary corner corrugation panel 210 described above, has a corrugation portion 232 in which a plurality of corrugation cross sections are continuously formed in parallel with the corner lines of the transverse wall corner portion 201. ). Thus, the primary intermediate corrugated panel 230 is parallel to the primary corner corrugated panel 210. An insert panel 234 may be connected between the primary intermediate corrugated panel 230 and the primary main panel 220.

In this way, the primary corner corrugated panel 210 made of corrugated invar material is arranged in a continuous form on the horizontal wall corner portion 201, and the flat primary main panel 220 is welded to both sides thereof to provide a cargo hold. Partial fabrication and mounting are possible, and welding automation rate can be increased. Furthermore, by arranging a plurality of rows of the primary intermediate corrugated panel 230 in one row or at regular intervals in the middle portion of the cargo hold, it is easier to divide and manufacture the cargo hold.

5 is a view showing a secondary barrier of the cargo hold according to the present invention. The secondary barrier 400 may be configured in almost the same form as the primary barrier 200.

That is, as shown in FIG. 5, the secondary barrier 400 includes a secondary corner corrugated panel 410. The secondary corner corrugated panel 410 is bent and extended from the corner line of the horizontal wall corner portion 401 to both side walls along the circumference of the horizontal wall corner portion 401 where the bottom, vertical wall, and ceiling meet with the horizontal wall. A flat plate-shaped bent plate portion 412 and a pleated portion 414 extending from both side bent plate portions to form a plurality of pleated cross-sections in parallel and continuous along a corner line. And a flat secondary main panel 420 disposed in a circumferential wall region other than the secondary corner corrugated panel 410.

In addition, the secondary main panel 420 of the secondary barrier 400 is made of stainless steel, and the secondary corner corrugated panel 410 is made of Invar.

In addition, both sides of the secondary corner corrugated panel 410 may be connected to the secondary main panel 420 through the insert panel 416.

In addition, as shown in FIG. 5, it is preferable to arrange one or more rows of secondary intermediate corrugated panels 430 in the middle portion of the secondary main panel 420 of the secondary barrier 400. 5 is a form in which only one row of secondary intermediate corrugated panels 430 are installed.

Similar to the secondary corner corrugation panel 410 described above, the secondary intermediate corrugation panel 430 includes a corrugation portion 432 in which a plurality of corrugation cross sections are continuously formed in parallel with the corner lines of the transverse wall corner portion 401. ). Thus, the secondary intermediate corrugated panel 430 is parallel to the secondary corner corrugated panel 410. An insert panel 434 may be interposed between the secondary intermediate corrugated panel 430 and the secondary main panel 420.

6 to 10 show the arrangement of the barrier and the insulating wall of the cargo hold according to the present invention, Figure 6 and Figure 7 shows the entire arrangement structure, Figure 8 is assembled of the primary barrier and the primary insulating wall 9 shows the assembled state of the secondary barrier and the secondary heat insulation wall in FIG. 9, and the assembled state of the primary barrier and the heat insulation wall, the secondary barrier and the heat insulation wall is shown in FIG. 10.

As shown in FIGS. 6 to 10, the primary insulation wall 300, the secondary barrier (from the primary barrier 200 to the outside (lower in the figure), that is, in the direction toward the hull shell 100). 400 and the secondary insulating wall 500 are arranged in sequence.

The main panel of the primary barrier 200, that is, the primary main panel 220 is formed by connecting a plurality of unit panels 222 having flanges 223 facing the adjacent panels, respectively. A tongue 250 is inserted into the primary insulation wall 300 at intervals corresponding to the widths of the unit panels 222. The unit panel 220 is disposed between the neighboring tongue 250 and the tongue 250. The flanges 223 and 223 of the unit panels 220 and 220 are welded to both surfaces of one tongue 250 disposed in the center.

Similarly, the main panel 420 of the secondary barrier 400 has a form in which a plurality of unit panels 422 having flanges 423 facing each other are connected to each other. The tongue 450 is inserted into the secondary insulation wall 500 at intervals corresponding to the widths of the unit panels 422. The unit panel 420 is disposed between the neighboring tongue 450 and the tongue 450. The flanges 423 and 423 of the unit panels 420 and 420 are welded to both surfaces of one tongue 450 disposed in the center.

In addition, the spacing L1 between the neighboring tongues 250 and 250 of the primary barrier 200 is smaller than the spacing L2 between the neighboring tongues 450 and 450 of the secondary barrier 400, and the primary The tongue 250 of the barrier 200 and the tongue 450 of the secondary barrier 400 are staggered from each other. As such, when the tongues 250 and 450 of the primary barrier 200 and the secondary barrier 400 are alternately arranged, their weld joints are also staggered, thereby reducing the possibility of damage to the weld due to leakage.

In addition, if the distance L1 between the tongues 250 and 250 of the primary barrier 200 is shorter than the distance L2 between the tongues 450 and 450 of the secondary barrier 400, the cryogenic material is directly The contracted displacement of the primary barrier 200 in contact is sufficiently absorbed.

More preferably, as in the embodiment shown in FIG. 10, the spacing L2 between neighboring tongues 450 of the secondary barrier 400 is equal to the spacing between neighboring tongues 250 of the primary barrier 200. When setting L2) twice (that is, L1: L2 = 1: 2) and arranging the tongue 250 of the primary barrier 200 and the tongue 450 of the secondary barrier 400 alternately, Since the distance between the weld connection of the primary barrier 200 and the secondary barrier 400 is maximized, the possibility of damage to the weld due to leakage can be minimized.

In FIG. 6, reference numeral 120 denotes an 'adhesive agent' for bonding the primary insulation wall 300 to the secondary barrier 400. In addition, in FIG. 7, reference numeral 130 denotes a 'stud bolt (or anchor)' for fixing the secondary insulation wall 500 to the hull shell 100, and '140' denotes a cargo hold structure for the hull shell 100. ) Is a 'mastic' to support.

11 and 12 show the structure of the primary heat insulation wall 300 of the cargo hold according to the present invention.

Primary heat insulating wall 300 according to the present invention is to provide a superior heat insulating properties, compressive strength and rigidity compared to the conventional heat insulating wall and significantly reduce the cost.

Specifically, as shown in FIGS. 11 and 12, the primary heat insulation wall 300 includes a heat insulation plate 310, an upper plywood 340, and a lower plywood 350.

The heat insulating plate 310 includes a plastic reinforcing material 320 in which a plurality of plastic thin plates 322 are formed in a lattice structure, and a heat insulating material 330 filled in the lattice of the plastic reinforcing material 320.

The heat insulating plate 310 and the upper and lower plywoods 340 and 350 are bonded by the adhesive 360.

In the present invention, the heat insulator 330 is preferably composed of a low density polyurethane foam having a density of 45 kg / m 3 or less.

The plastic reinforcing material 320 is disposed in such a manner as to traverse a plurality of plastic thin plates 322 in the thickness direction (up and down directions on the drawing) of the heat insulation wall 300. That is, the plastic thin plate 322 is in the form of the heat insulating material 330 in the thickness direction. By doing so, the plastic thin plates 322 form a lattice to support the compressive load acting in the thickness direction of the heat insulating material 110. The shape of the grid can be variously selected depending on the cargo hold capacity, the size of the ship, and the required strength. For example, rectangular, triangular, pentagonal, hexagonal, repeating shapes of any regular shape, irregular shapes that cannot be defined as a specific shape, or lamination of several sheets of plastic in parallel in the horizontal or vertical direction You can choose from a variety of structures, including one.

In addition, the plastic reinforcing material 320 is preferably composed of a fiber reinforced plastic (FRP) having excellent thermal conductivity, thermal expansion coefficient, and low temperature strength characteristics.

Plastic reinforcement 320 is preferably embedded in the heat insulating material 330 to be integrated. As a method of embedding, it is preferable to simultaneously injection-mould the plastic reinforcing material 320 by what is called "insert molding" when foaming the heat insulating material 330. That is, the low density polyurethane foam insulation 330 when the low density polyurethane raw material is foamed and put in the cavity in the state where the plastic reinforcement 320 is placed in the cavity of the mold for foaming the insulation 330. The plastic reinforcement 320 is embedded in the interior of the integrated. In addition to this method, the pieces of the heat insulating material 330 and the plastic reinforcement 320 may be manufactured separately, and the pieces of the heat insulating material may be inserted into the lattice of the plastic reinforcement 320 and then joined by an adhesive.

In the present invention, the low-density polyurethane foam having a density of 45 kg / m 3 or less used as the heat insulator 330 is about 50% or more cheaper than the conventional high-density polyurethane foam having a density of 125 kg / m 3 or more, and the heat insulating ability is about. Excellent over 10% Therefore, if the heat insulator 330 is formed of such low-density polyurethane foam, the heat insulation performance can be further improved, for example, as compared to the conventional 'NO 96' type heat insulator and the heat insulation equal to or higher than that of the 'Mark III' type heat insulator. While maintaining the performance, the cost of the insulation can be reduced by about 50% or more.

By the way, while the heat insulating material 330 of the present invention has a great advantage in terms of heat insulating properties and cost as described above, it is low in compressive strength and rigidity compared to high density polyurethane foam. For this reason, the plastic reinforcement 320 is inserted to reinforce the compressive strength and rigidity of the heat insulating material 330 made of low density polyurethane foam.

As such, when the plastic reinforcement 320a is inserted into the low density polyurethane foam insulation 110, the total cost of the insulation wall can be reduced by about 20% or more.

Therefore, according to the heat insulating wall of the present invention, for example, compared to the heat insulating wall applied to the conventional 'Mark III' type, it is possible to secure more than equivalent heat insulating properties, while reducing the cost of about 20% or more, plastic reinforcement (320) Compression strength and stiffness is improved by the) to minimize the problem that the adhesive interface between the heat insulating material 330 and the plywood (340, 350) or cracks in the plywood (340, 350). In addition, the thickness of the heat insulating plate 310 may be equal to or less than the 'Mark III' type.

Although not shown in the drawing, if a plurality of holes are formed in the abdomen of the plastic thin plate 322, the polyurethane foam insulation 330 is filled in the holes during the foam molding, and thus the grids are connected to each other so that the plastic reinforcement 320 and The coupling of the heat insulator 330 may be more firm.

Meanwhile, as shown in FIG. 12, slits 342 and 352 corresponding to the arrangement of the plastic reinforcement 320 are formed in the upper and lower plywoods 340 and 350, and the plastic reinforcement is formed in the slits 342 and 352. When configured in the form of inserting 320, the coupling force of the upper, lower plywood (340, 350) and the heat insulating plate 310 can be further strengthened.

13 and 14 show the structure of the secondary insulating wall 500 of the cargo hold according to the present invention.

The basic configuration of the secondary insulation wall 500 is the same as the configuration of the primary insulation wall 300. That is, the secondary heat insulation wall 500 is a low density poly having a density of 45 kg / m 3 or less filled in the lattice of the plastic reinforcement 520 and the plastic reinforcement 520 in which the plurality of plastic thin plates 522 are formed in a lattice structure. The upper and lower plywoods 540 and 550 joined to the both sides of the heat insulating plate 510 by the adhesive 560 and the heat insulating plate 510 made of the urethane foam heat insulating material 530.

13 and 14, when a plurality of holes 524 are formed in the abdomen of the plastic thin plate 522, the polyurethane foam insulation 530 is filled in the holes 524 during the foam molding. Since the grids are connected to each other, the coupling between the plastic reinforcement 520 and the heat insulator 530 may be more robust. Naturally, such a hole may be formed in the plastic thin plate 322 of the first heat insulation wall 300 described with reference to FIGS. 11 and 12.

The configuration and effect of the secondary insulation wall 500 is the same as the primary insulation wall 300.

Meanwhile, as shown in FIG. 14, slits 542 and 552 corresponding to the arrangement of the plastic reinforcement 520 are formed in the upper and lower plywoods 540 and 550, and the plastic reinforcement is formed in the slits 542 and 552. When the configuration 520 is inserted, the coupling force between the upper and lower plywoods 540 and 550 and the insulation plate 510 may be further strengthened.

Next, Figures 15 to 17 show the fastening configuration by the spring and bolt fastening device for the corner portion of the cargo hold according to the present invention.

As described above, the secondary insulating wall 500 is fixed to the hull shell 100 by a plurality of stud bolts 130 (see FIGS. 3 and 7).

In the present invention, in addition to the fixing by the stud bolt 130 to fix the primary barrier wall 300 for the primary barrier 200 as well as the secondary barrier 400 by the spring and bolt fastening device 600. .

The spring and bolt fastening device 600 includes both sides of the circumferential wall corners 201 and 401, both sides of the corner 203 where the floor and the vertical wall meet, and both sides of the corner where the ceiling and the vertical wall meet (not shown). Is installed in, to reinforce the hold of the cargo hold by the stud bolt 130.

The spring and bolt fastening device 600 includes a first bolt 610 having a distal end extending to an intermediate portion of the heat insulator 530 of the secondary heat insulation wall 500 and a foundation end fixed to the hull shell 100. A first nut 620 fastened to the bolt 610 to fix the lower plywood 550 of the secondary heat insulation wall 500, a first spring support 630 screwed to the first bolt 610, and The compression spring 640 is inserted into the first bolt 610, one end is supported on the first spring support 630, and the opposite end of the compression spring 640 is supported on one side and the second barrier 400 on the opposite side It includes a back up plate (650) in close contact with the outer surface of the. The backup plate 650 receives the elastic restoring force (expansion force) of the compression spring 640 to press the secondary barrier 400 toward the cargo hold inward direction.

In addition, a second bolt 660 and a second bolt 660 which are inserted into the compression spring 640 through the primary heat insulation wall 300 from the inside of the cargo hold and are screwed to the backup plate 650. And a second nut 670 that is fastened to the bottom plywood 350 of the primary heat insulation wall 300 to pressurize and fix the lower plywood 350 to the outer side of the cargo hold, that is, the hull shell 100.

Between the backup plate 650 and the compression spring 640, a second spring support for supporting the opposite end of the compression spring 640 in place of the backup plate 650 while facing the first spring support 630. 680 may be further provided.

In FIG. 16, reference numeral '690' denotes a 'polyurethane foam insert' filling a hole in which the spring and bolt fastening device 600 is installed.

According to the spring and bolt fastening device 600, the compression spring 640 is installed by giving a pre-compressive force. Then, the restoring force is applied as much as the preload of the compression spring 640 to be applied to fix the hull shell 100 in a state in which the vertical displacement of the barriers 200 and 400 and the insulation walls 300 and 500 is constrained. Withstand the vertical load or the vertical load transmitted from the hull shell 100 by the weight of the well. In addition, the horizontal displacements of the barriers 200 and 400 and the heat insulation walls 300 and 500 are absorbed by the deformation action in the horizontal direction allowed by the compression spring 640.

Thus, by further coupling the cargo hold structure by the spring and bolt fastening device 600 according to the present invention, not only the coupling force of the cargo hold structure to the hull shell 100 is increased, but also the transverse wall corner portions 201 and 401. It is possible to effectively absorb the load asymmetrically acting on the edge 203, thereby realizing a structurally stable cargo hold.

In the above described specific embodiments of the present invention shown in the accompanying drawings in detail, but this is only an example of a preferred embodiment of the present invention, the scope of protection of the present invention is not limited thereto. In addition, the embodiments of the present invention as described above can be variously modified and equivalent other embodiments by those of ordinary skill in the art within the technical spirit of the present invention, such modifications and equivalent other embodiments are naturally It belongs to the appended claims of the present invention.

100: hull shell 120: adhesive
130: stud bolt
200: primary barrier
201: side wall corner 203: corner
210: first corner corrugated panel 212: bending plate portion
214: pleated portion 216: insert panel
220: primary main panel
222 unit panel 223 flange
230: Primary intermediate corrugated panel
232: wrinkle portion 234: insert panel
250: tongue
300: primary insulation wall
310: heat insulation plate 320: plastic reinforcement
330: insulation 340: upper plywood
342, 362: Slit 350: Lower Plywood
360: Glue
400: secondary barrier
401: corner wall 410: secondary corner corrugated panel
412: bend plate portion 414: wrinkle portion
416: Insert panel
420: secondary main panel
422 unit panel 423 flange
430: secondary intermediate corrugated panel
432: pleat 434: insert panel
450: tongue
500: secondary insulation wall
510: insulation plate 520: plastic reinforcement
524: hole 530: insulation
540: upper plywood 542, 552: slit
550: lower plywood 560: adhesive
600: spring and bolt fastening device
610: first bolt 620: first nut
630: first spring receiving 640: compression spring
650: back up plate 660: second bolt
670: second nut 680: second spring receiving
690: Polyurethane Foam Insert

Claims (9)

A hull shell forming the outside of the cargo hold, a membrane primary barrier in contact with the cryogenic material inside the cargo hold, a primary insulating wall provided outside the primary barrier, and an outer side of the primary insulating wall Membrane secondary barrier and the secondary insulating wall is disposed on the outer side of the secondary barrier is fixed to the hull shell,
At least any one or more of the first heat insulating wall or the second heat insulating wall,
Plastic reinforcement material consisting of a plurality of plastic thin plates; And
The cargo hold of the cryogenic material carrier, characterized in that it comprises a heat insulating plate made of a heat insulating material filled in the grid of the plastic reinforcement. The method of claim 1, wherein the plastic reinforcement,
The cargo hold of the cryogenic material carrier, characterized in that the plurality of plastic sheet is erected in the thickness direction of the heat insulating material to reinforce the compressive force. The method of claim 1 or 2, wherein the plastic reinforcement,
The cargo hold of the cryogenic material carrier, characterized in that to form a lattice structure by the plurality of plastic thin plates to reinforce the compressive force. The method of claim 1, wherein the plastic reinforcement,
Cargo hold of a cryogenic material carrier, characterized in that the fiber reinforced plastic (FRP). The method of claim 1, wherein the plastic thin plate,
A cargo hold of a cryogenic material carrier, characterized in that several holes are formed in the abdomen. The heat sink according to claim 1,
A cargo hold of a cryogenic material carrier, comprising a low density polyurethane foam having a density of 45 kg / m 3 or less. The method of claim 1, wherein the heat insulation wall,
An upper plywood formed on an upper surface of the heat insulating plate; And
Cargo hold of the cryogenic material carrier, characterized in that it further comprises a lower plywood formed on the lower surface of the insulating plate. The method of claim 7, wherein each of the upper and lower plywood,
A cargo hold of a cryogenic material carrier, characterized in that bonded by an adhesive. 8. The method of claim 7, wherein the plastic reinforcement comprises:
Cargo hold of the cryogenic material carrier, characterized in that to form a slit in the upper plywood or the lower plywood, and inserted into the slit.

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