KR20160009010A - Navicular structure and method for designing navicular structure - Google Patents

Abstract

A method of designing a linear structure and a linear structure having a common tank structure between a tanker and a body-based water storage structure, characterized in that the center cargo tank (11) The number Nw of one of the strings of the wing cargo tank 12 is calculated by counting the number of the wing cargo tanks 12 and the side and bottom sections 13 except for the slop tanks 14, Is greater than the number Nc of the tanks (11). As a result, the number of tanks with an increased cost, that is, the area of the watertight bulkhead dividing the tanks is not increased as much as possible, and a partition arrangement that is particularly resistant to damage on the side is designed. As is, make compartment arrangements that are useful for flotation offshore storage structures. Thus, the design cost is reduced, the lead time is shortened, and the floating body is rapidly supplied at a low price.

Description

TECHNICAL FIELD [0001] The present invention relates to a method of designing a linear structure and a linear structure,

The present invention relates to a linear structure and a method of designing a linear structure having a common tanker structure between a tanker and a body floating structure.

In recent years, a fuselage offshore oil and gas production and storage facility called FPSO and a fuselage offshore oil and gas storage facility called FSO have been used for the development and utilization of energy resources on the seafloor.

The FPSO is a facility that produces oil and gas at sea, stores the product in a tank in the facility, and directs it to a transport tanker. The FSO has facilities to produce oil and gas , It is the exclusive facility for storing and extracting in the sea, and it accepts the crude oil produced in the fixed production plant, the inverse production plant which does not have the storage facility such as TLP (tension mooring platform) or the land production facility It is a facility to store in a tank in a facility and to extract it into a transportation tank. Here, these are collectively referred to as a flotation type water storage structure.

As shown in Figs. 7 and 8, in a floating body type storage structure for storing petroleum or liquefied natural gas or the like in this sea, the storage structure thereof stores the liquid cargo in a floating structure 9 and Fig. 10, which is similar to the hull structure of a tanker carrying oil or petroleum products.

The term " flotation type water storage structure " as used herein means a cargo tank for storing liquefied cargo such as petroleum or liquefied gas, such as FPSO and FSO, but it is also possible to use a propulsion device for self- Floating structure that does not exist.

7, in addition to the upper structure 30 such as a residence area, the subsidiary water storage structure 1X is provided with a supporting gas combustion device 31, an oil treatment facility, (Process, top side) 32, a crane 33, a mooring line connected to an anchor, and a riser pipe (a self-jetting device (Turret) 34, a heliport (not shown), and the like, to which a flow line is connected, are provided in the tanker 1Y. However, as shown in FIG. 9, A propeller 41 and a directional key 42 are provided for navigation in addition to an engine room 20 and an upper structure 1Y having a bridge and a residence.

On the other hand, as shown in Figs. 8 and 10, the floating body water storage structure 1X and the tanker 1Y are connected to the hull 10 in a large size by a center cargo tank 11, (12), a ballast tank or side and bottom sections (13) used as a void space, and a slop tank (14). In addition, in the case of a small tanker, there are many cases in which there is no center cargo tank 11.

In these tanker and buoyant marine storage structures, each carries an order-made order production system. For tankers, importance is given to the navigation function and unloading function. For the floating marine storage structure, , A tanker or a buoyant water storage structure having a structure optimized individually for the weight of goods, the speed of navigation, the propulsion performance, the restoration performance, and the performance of the seaworthy is provided for each use.

And, in the construction of the floating water storage structure that is not moored to the sea at the sea, the rules of ship class (NK, ABS, etc.) different from the navigating tanker are applied to the hull structure The rules for tank type water storage structures are applied.

On the other hand, while the tanker and flotation type water storage structure are the same customized production, the tanker has a period of 2 years to several years from the order to the delivery time, Has a very short lead time of less than one year to two years.

Due to the very short delivery time of this floating type water storage structure, it is possible to use the structural design for the tanker for the floating type water storage structure or the structure design for the floating type water storage structure for the tanker in order to shorten the design time It is conceivable that the structure of the tanker and the body-type water storage structure are made common in advance.

However, there is a problem that it is difficult to use the structural design for a floating water storage structure which does not navigate the sea, because it is different from the structure of a tanker in which transportation efficiency is most important. Particularly, unlike tankers, since a large-scale structure such as a refinery facility (plant) is mounted on an upper deck in a floating body water storage structure, particularly a floating body water storage structure in which production is performed, its center is elevated, The performance of returning to the original posture can be deteriorated because it can be maintained without being overturned). Therefore, a large-scale design change is required for securing stability at the time of hull restoration.

With respect to the problem of the stability at the time of damage to the hull, it is not necessary to consider the damage of the hull at the lower side, that is, the damage at the bottom of the ship, On the other hand, in tankers that are supposed to navigate the sea, there is a danger of stranding, so in addition to the damage on the side of the ship, the damage on the bottom side is also important.

Therefore, in the case of converting a used tanker to a floating water storage structure, especially a FPSO with production facilities, the upper part of the tank is equipped with a large production structure, so that the tank partition is increased, It is necessary to make a large modification such as satisfying the rules of the structure.

On the other hand, if the structural design for the non-marine floating body and the structural design for the tanker are different, and the design and the drying method are different, the two design and drying methods So that a lot of labor and cost are required.

Examples of the tanker compartment include, for example, a hull structure of an oil tanker described in Japanese Patent Application Laid-Open No. 7-2165, and a structure of an oil tank and a clean water described in Japanese Patent Application Laid-Open No. 2003-81177 (淸 水) There is a tanker hull structure. Also, as described in Japanese Patent Application Laid-Open No. 11-115875, for example, in order to suppress the apparent elevation of the center position due to the influence of the free surface of the ballast water and to secure the stability of the ship, Shaped ballast tank is formed on the outer side of the oil tank and the ballast tanks arranged in the direction of the bow are connected to the port side And a partition member extending in the fore-and-aft direction at a position on the starboard side, and when the hull is inclined, the movement of the ballast water in the divided ballast tank portion located on the side opposite to the inclined side is blocked by the partition member Oil tankers are being proposed.

Patent Document 1: Japanese Patent Application Laid-Open No. 7-2165

Patent Document 2: Japanese Patent Application Laid-Open No. 2003-81177

Patent Document 3: Japanese Patent Application Laid-Open No. 11-115875

In consideration of the above situation, the inventors of the present invention have found that, in order to prepare a linear structure in which the structure is common to the tanker and the body water storage structure, it is necessary to use a tank for the cargo and a compartment such as a ballast tank, void space, It is necessary to divide the number of one side of the wing cargo tank into the number of the center cargo tanks in order to make mutual use while satisfying the classification rules of both the tanker and the body water storage structure. The capacity of the wing cargo tank which is susceptible to damage caused by an accident such as a collision of the ship with the linear structure is reduced so that the capacity of the wing cargo tank is reduced. It is important to arrange the bulkhead to minimize the volume.

The object of the present invention is to design a partition arrangement which is particularly resistant to the side damage without increasing the number of tanks whose cost is increased, that is, the area of the watertight bulkhead dividing the tank as much as possible. And it is possible to reduce the design cost and shorten the lead time, and it is possible to reduce the cost and the cost of the water storage structure, And to provide a method of designing a linear structure and a linear structure capable of supplying a body-type water storage structure.

In order to achieve the above object, a linear structure according to the present invention is a linear structure having a tank structure and includes a center cargo tank and wing cargo tanks on both sides thereof symmetrically with respect to the line width direction, The side and bottom sections used as ballast tanks or void spaces are provided on the outer side and the number of the strings of the wing cargo tanks is larger than the number of the center cargo tanks in the number of tanks or compartments excluding the slop tanks .

That is, a wing cargo tank located on the inner side of the side and bottom sections so as not to cause excessive inclination or sinking in the linear structure and to maintain the stability in case of a sufficient damage even when the ship is damaged due to an accident such as a collision of a ship To reduce the total volume of the damaged tanks and reduce the number or area of the watertight bulkheads connected to the increase in the number of processes and costs by increasing the size of the center cargo tank which is difficult to be included in the damage range .

The slop tank is a tank for temporarily storing and cleaning oil wastewater that has been washed in a cargo tank to separate oil and water, and is not used as a normal cargo tank.

According to this construction, if the side and bottom sections of the linear structure are damaged over two compartments due to a collision of the ship or the like, the width of the vertical partition wall of the wing cargo tank and the width of the wing cargo tank Since the number of wing cargo tanks is increased and the capacity per one wing cargo tank is reduced even when the bulkhead is damaged, it is possible to increase the restoring force at the time of damage to the linear structure by the side damage, It is possible to do.

In addition, since the number of the center cargo tanks is smaller than the number of one of the strings of the wing cargo tanks, and the number of the center cargo tanks is fixed to the same number as that of the conventional tanker, The number of the transverse bulkheads for the center cargo tanks to be separated, that is, the number and the area of the watertight bulkheads do not increase, and the increase in cost can be suppressed while maintaining the convenience of writing as a tanker.

In other words, it is possible to suppress the increase of the transverse bulkhead which increases the cost by reducing the number of the center cargo tanks which do not fall within the damage range at the time of the side damage and by increasing the number of the wing cargo tanks. It is possible to arrange a strong compartment arrangement. As a result, it is possible to provide a partition arrangement which can be used as a tank-like storage structure such as FPSO or FSO while maintaining cost competitiveness while being convenient as a tanker when used as a tanker. , And furthermore, when used as a flotation type water storage structure, the flotation type water storage structure can be supplied inexpensively and quickly.

This makes it readily possible to provide a linear structure that meets the requirements of both the tanker and the body water storage structure, or a linear structure that is easy to design change or modify into a body water storage structure in the tanker. That is, it is possible to provide a linear structure having a common tank structure between the tanker and the flotation type water storage structure.

In the linear structure described above, with respect to the direction of the ship, a side partition dividing wall for dividing the side and bottom divisions is divided into a plurality of lateral partition walls for the wing cargo tanks for dividing the front and rear direction of the wing cargo tanks Install only by setting the distance.

According to this construction, even if the ship's side and bottom sections of the linear structure are damaged over two compartments due to a collision of the ship or the like, there is a high possibility that damages of the wing cargo tanks adjacent to the ship are left in one compartment. It is possible to increase the restoring force at the time of damage to the side of the structure and to reduce the outflow of the cargo in the wing cargo tank.

The distance set in this way is set to be equal to or larger than the length Ls of the smaller one of "L (⅔) / 3" or "14.5 m" When the distance between the side walls of the cargo tank is less than half of the distance, it is more preferable that the damage is likely to stay in one wing cargo tank. If the length is less than the above-mentioned length LS, there is a greater possibility that damage to two wing cargo tanks is caused when the damaged area is long.

In this linear structure, when the number of the one side strings of the ship side and bottom side divisions is larger than the number of the center cargo tanks, the ship side and bottom side divisions of the linear structure are divided into two sections It is possible to increase the restoring force at the time of the side damage of the linear structure because the number of the ship side and bottom side divisions increases and the capacity per side of the ship side and bottom side divisions decreases.

In the above-mentioned linear structure, if the number of one of the strings of the side and bottom sections is equal to or more than the number of the strings of the wing cargo tank, excluding the slop tank, by the number of tanks or compartments, Since the number of ship side and bottom side divisions increases and the capacity per one ship side and bottom side divide is decreased even if the ship side and bottom side divisions of the linear structure are damaged over two divisions due to collision of the ship or the like, The restoring force in the city can be increased.

In the above-mentioned linear structure, when the number of the single strings of the wing cargo tanks is 1.5 times or more or twice or less the number of the center cargo tanks in the number of tanks or the number of the divisions excluding the slop tanks, The structural difference from the tanker is small, and the structure design of the conventional tanker can be widely used, so that the design change is reduced.

In the linear structure described above, when the line width direction of the longitudinal bulkhead between the center cargo tank and the wing cargo tank is defined as Bs at the position in the skid direction, % Bs ", and is set within a range of " 30% Bs " on the inner side of the side shell plating. According to this configuration, it is possible to reduce the volume of the wing cargo tank which is likely to be damaged on the side of a ship-like floating water storage structure in which a large plant is mounted on the upper deck, while sufficiently restoring the damage required for the tanker is secured.

When the position of the longitudinal bulkhead between the center cargo tank and the wing cargo tank is set to a position of " 20% Bs " or less, there is a possibility that the longitudinal bulkhead is damaged , It is not preferable. If it is larger than "30% Bs", the effect of suppressing the reduction of the restoring force obtained by reducing the capacity of the wing cargo tank and the effect of increasing the center cargo tank are reduced, not.

In the prior art, the positions of the longitudinal bulkheads between the center cargo tank and the wing cargo tanks are the same as those of the center cargo tanks, except for the line width Bs, (Bs + 2B1) / 3 + B1 " (Bs + B1) ", which is obtained by dividing the sum of the widths of the wing cargo tanks / 3 ", and the capacity of the center cargo tank and the capacity of the wing cargo tank are almost the same. With this configuration of the prior art, it is possible to reduce the capacity of the wing cargo tank and to reduce the influence of damages upon the construction of the present invention.

In the linear structure, one of a side portion and a bottom portion adjacent to the side partition lateral barrier dividing the side portion and the bottom portion is divided into a lower portion of the center cargo tank and a lower portion of the wing cargo tank And a U-shaped partition structure that surrounds the outer side portion of the wing cargo tank and the U-shaped partition structure that surrounds the other side of the center cargo tank and the outer side portion of the wing cargo tank Shaped partition structure in which two J-shaped compartments each having a bottom longitudinal bulkhead are paired on the lower side of the center tank, wherein the vessel side and the bottom compartment are divided into the U-shaped partition structure and the J- Structures are alternately arranged.

In this U-shaped partition structure, even if the ballast water in the ship side and bottom part is leaked due to damage to one side of the ship, the ship side and bottom side partitions on the port side and the ship side and bottom part part on the starboard side are connected to each other at the bottom part, And even if seawater flows into the bottom compartment, it extends to both prefectures. Therefore, it is possible to reduce the influence of the outflow of the ballast water or the inflow of seawater to the horizontal crossing of the hull.

On the other hand, in the J-shaped partition structure, since the ship side and bottom side divisions on the port side and the ship side and bottom side divisions on the starboard side are separated from each other at the bottom portion, even if the ballast water in the ship side and the bottom side divides, In addition, even if the seawater flows into the side and bottom divisions, the stagnation of the hull due to the outflow of ballast water or the influx of seawater occurs only in one side, but the outflow amount of the ballast water and the inflow amount of the seawater remain in only one side, It is possible to reduce the influence of the settlement amount of the hull.

Therefore, by alternately arranging the U-shaped partition structure and the J-shaped partition structure, the effect of the damage to the two compartments due to collision of the ship or the like can be improved by the effect of the settlement amount in the damaged compartment and the effect of improving the stability, It is possible to distribute the influence of the impact to both sides in a balanced manner, and to improve the response to comprehensive damage. Further, at the time of non-loss, it is possible to adjust the horizontal inclination (heel) by putting the ballast water only in one of the right and left J-shaped compartments. However, if there is only the U-shaped compartment, adjustment of the crossing yarns becomes impossible.

In the above-mentioned linear structure, in the above-mentioned linear and transverse compartments, a bottom central compartment is provided between the bottom transverse bulkheads on the lower side of the center cargo tank, and when used as a tanker, the bottom central compartment is divided into compartments , And when used as a floating type water storage structure, the bottom central compartment is to be a compartment not containing ballast water.

According to this configuration, by providing the bottom-bottom central compartment in which the ballast water is not used when used as a flotation type water storage structure, it is possible to achieve a state close to a maintenance free state and to remarkably simplify the maintenance It is possible. In addition, in the case of a floating body type water storage structure which does not require navigation, it is not necessary to consider the damage of the tanker and other bottoms on the basis of navigation, and this portion can also be a cargo tank. By connecting the center section to the center cargo tank, the capacity of the cargo tank can be increased very simply.

In order to achieve the above object, a method of designing a linear structure according to the present invention is a method of designing a linear structure having a tank structure, wherein a center cargo tank and a wing cargo cargo tank are installed symmetrically with respect to the line width direction And the wing cargo tank is provided with a side and a bottom section used as ballast tanks or void spaces and the number of one of the wing cargo tanks in the number of tanks or compartments excluding the slop tank Is greater than the number of the center cargo tanks.

According to this method, it is possible to easily design a linear structure capable of achieving the above effect.

According to the method of designing a linear structure and a linear structure according to the present invention, it is possible to plan the arrangement of compartments, particularly resistant to the side damage, without increasing the number of tanks with an increased cost, that is, the area of the watertight bulkhead dividing the tanks, As a tanker, it is convenient to use and maintains cost competitiveness. It can be used as a compartmentalized water storage structure as it is. It is connected to reduction of design cost and lead time, Can supply.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a plan view schematically showing a division of a cargo tank of a linear structure according to a first embodiment of the present invention. Fig.
2 is a plan view schematically showing a division of a cargo tank of a linear structure according to a second embodiment of the present invention.
3 is a plan view schematically showing a division of a cargo tank of a linear structure according to a third embodiment of the present invention.
4 is a cross-sectional view schematically showing a U-shaped section structure of a linear structure according to a fourth embodiment of the present invention.
5 is a cross-sectional view schematically showing a J-shaped partition structure of a linear structure according to a fourth embodiment of the present invention.
6 is a cross-sectional view schematically showing a three-compartment structure of a linear structure according to a fifth embodiment of the present invention.
7 is a side sectional view schematically showing the structure of a prior art floating type water storage structure.
FIG. 8 is a plan view schematically showing a partition of a cargo tank of a conventional floating body of water storage structure.
9 is a side sectional view schematically showing the structure of a conventional tanker.
10 is a plan view schematically showing a division of a cargo tank of a conventional tanker.

Hereinafter, a method of designing a linear structure and a linear structure according to an embodiment of the present invention will be described with reference to the drawings.

First, a linear structure according to a first embodiment of the present invention will be described with reference to Fig. The linear structure 1A according to the first embodiment of the present invention is a linear structure having a common tank structure between the tanker and the body floating storage structure. The term " flotation type water storage structure " as used herein refers to a cargo tank that stores liquids such as petroleum and liquefied gas, such as FPSO and FSO. However, Floating structures.

As shown in Fig. 1, the linear structure 1A is provided with a center cargo tank 11 and wing cargo tanks 12 on both sides thereof symmetrically with respect to the line width direction, And a side and a bottom compartment 13 used as a ballast tank or a void space are provided on the outside. The rows of the side and bottom sections 13, the wing cargo tanks 12, the center cargo tanks 11, the wing cargo tanks 12, and the side and bottom sections 13 are arranged in the skipper direction.

A slop tank 14 (hatched portion) is provided by partitioning the slop tank lateral partition 14a at the rear portion of the wing cargo tank 12 at the rear portion. The slop tank 14 is a tank for temporarily storing the oil wastewater which has been cleaned in the cargo tanks 11 and 12 and for leaving the oil water separated.

In the slop tank 14, the water separated from the oil water is returned to the oil recovery tank, and the oil is returned to the oil recovery tank. In the tanker, the oil sludge collected in the slop tank 14 is separated, The water is drained to reduce the concentration of the oil as needed, and then discharged to the outside of the ship. On the other hand, since the oil and the water can not be separated completely, a mixture of the remaining oil and water is stored and discharged at the port have.

In the linear structure 1A, the number of one strings (six in the configuration of Fig. 1) Nw of the wing cargo tanks 12 in the number of tanks and compartments excluding the slop tanks 14, (3 in the configuration of FIG. 1) Nc. That is, Nw / Nc.

More preferably, the number Ns of one of the strings of the side and bottom sections 13 is made larger than the number Nc of the center cargo tanks 11. [ Namely, Ns > Nc. Alternatively, the number Ns of one of the strings of the side and bottom sections 13 is set to be equal to or greater than the number Nw of one of the strings of the wing cargo tank, in the number of tanks or compartments excluding the slop tank 14. [ That is, Ns > = Nw. With these configurations, even if the ship side and bottom partitions 13 of the linear structure 1A are damaged over two compartments due to a collision of the ship or the like, the number of the ship side and bottom partitions 13 is increased, Since the capacity of each bottom section 13 is reduced, the restoring force at the time of side damage of the linear structure 1A can be increased.

As a result, the wing cargo tanks 12 located on the side of the ship and the bottom of the ship 13 are subdivided to be smaller and the total volume of the tanks damaged on the side is reduced. In addition, The cargo tank 11 is made as large as possible to reduce the number and area of watertight bulkheads connected to the work process and the cost increase.

The number Nw of one of the strings of the wing cargo tanks 12 is set to 1.5 times or more the number Nc of the center cargo tanks 11 in the number of the tanks or the number of the tanks excluding the slop tanks 14 (1.5 x? Nc? Nw? 2 x Nc). This makes it possible to use most of the structural designs of the conventional tanker with a small structural difference from that of the conventional tanker, so that the design change is reduced to a small extent.

Next, a linear structure according to a second embodiment of the present invention will be described with reference to Fig. The linear structure 1B according to the second embodiment of the present invention differs from the linear structure 1A according to the first embodiment in that the side structure The lateral partition walls 13a for partition are arranged to be spaced apart from each other by predetermined distances Lt1 and Lt2 with respect to the transverse partition walls 12a for the wing cargo tanks for separating the front and rear directions of the wing cargo tanks 12 The points are different, but the others are the same.

The thus set distances Lt1 and Lt2 are set to be equal to or larger than the length Ls of the smaller one of "L (⅔) / 3" or "14.5 m" by the free standing length of the linear structure as L, Is less than half of the distance Lt between the transverse bulkheads 12a for the cargo tanks, it is more preferable that the damage on the side is more likely to stay in one wing cargo tank 12. If the set distances Lt1 and Lt2 are less than the length Ls, there is a greater possibility that the two wing cargo tanks 12 are damaged when the damaged area is long.

According to this configuration, even if the ship side and bottom partitions 13 of the linear structure 1B are damaged over two compartments due to a collision of the ship or the like, the possibility that the wing cargo tanks 12 adjacent thereto will remain in the submerged flooding of one compartment It is possible to increase the restoring force at the time of damage to the linear structure 1B at the side of the ship and to reduce the outflow of the cargo in the wing cargo tank 12. [

Next, a linear structure according to a third embodiment of the present invention will be described with reference to Fig. The linear structure 1C according to the third embodiment of the present invention is the same as the linear structure 1A according to the first embodiment except that it is exemplified in the following.

That is, when the line width direction of the longitudinal partition 11t between the center cargo tank 11 and the wing cargo tank 12 is set to be the line width at the position in the skid direction, 20% Bs " in the inside of the outside sheathing 10a and 30% Bs or less inside the side sheathing 10a. According to this structure, it is possible to secure the stability of the wing cargo tank 12, which is likely to be damaged in the side, in a floating body water storage structure in which a large plant is mounted on the upper deck, Can be made small.

When the position of the vertical partition wall between the center cargo tank 11 and the wing cargo tank 12 is set to a position of "20% Bs" or less, due to a situation such as collision of the ship, ) Is greater than 30% Bs, it is possible to reduce the capacity of the wing cargo tank 12 to reduce the restoring force at the time of damage, The effect of enlarging the center cargo tank 11 becomes small, which is not preferable.

It is also possible to obtain the same effect by applying the structure of the linear structure 1C of the third embodiment to the linear structure 1B of the second embodiment.

Next, a linear structure according to a fourth embodiment of the present invention will be described with reference to Figs. 1, 4, and 5. Fig. The linear structure 1D according to the fourth embodiment of the present invention differs from the linear structure 1A according to the first embodiment in that it is exemplified as follows.

That is, with respect to the direction of the skipper, one side (for example, front side) of the side and bottom partitions 13 adjacent to the side partitioning lateral partition 13a for separating the side and bottom partitions 13 is connected to the center cargo tank 11 And a U-shaped section 13A surrounding the lower side of the wing cargo tank 12 and the side of the outer side.

The other side (for example, the rear side) of the side and bottom partitions 13 adjacent to the side partition partition walls 13a is connected to the lower part of the center cargo tank 11 and the lower part of the wing cargo tank 12 And a J-shaped section (13B) having a bottom longitudinal partition (13t) on the lower side of the center tank (11).

As a result, with respect to the direction of the skipper, the side and bottom sections 13 are configured by alternately arranging the U-shaped and J-shaped section structures.

In this U-shaped partition structure, since the ship side and bottom partitions 13 on the port side and the ship side and bottom partitions 13 on the starboard side communicate with each other at the bottom of the ship, And even if seawater flows into the side and bottom compartments (13), it spreads to both strings. Therefore, it is possible to reduce the influence of the outflow of the ballast water or the inflow of seawater to the diagonal crossing of the hull.

On the other hand, in the J-shaped partition structure, since the ship side and bottom partitions 13 on the port side and the ship side and bottom partitions 13 on the starboard side are separated from each other at the bottom portion, Even if ballast water is discharged from the ship 13 and seawater flows into the ship side and bottom ship compartment 13, Because of this, the outflow of the ballast water or the inflow of seawater causes a diaphragm of the hull, but the influx of the amount of ballast water and the inflow amount of the seawater stays only in one of the hulls.

Therefore, by alternately arranging the U-shaped partition structure and the J-shaped partition structure, the effect of the damage to the two compartments due to collision of the ship or the like can be improved by the effect of the settlement amount in the damaged compartment and the effect of improving the stability, Can be balancedly dispersed, and the response to comprehensive damage can be improved. In the non-loss state, it is possible to adjust the inclination (heel) by putting the ballast water only in one of the left and right J-shaped sections 13B. However, if there is only the U-shaped section 13A, The adjustment can not be made.

Even if the structure of the linear structure 1D of the fourth embodiment is applied to the linear structure 1B of the second embodiment and the linear structure 1C of the third embodiment, It is possible to obtain the same effect.

Next, a linear structure according to a fifth embodiment of the present invention will be described with reference to Figs. 1 and 6. Fig. The linear structure 1E according to the fifth embodiment of the present invention differs from the linear structure 1A according to the first embodiment in the following points, and the other structures are the same.

In other words, in the ship side and bottom partitions 13, a bottom transverse bulkhead 13te is provided below the center cargo tank 11 so as to be separated from the segment 13C on the side of the ship side, A bottom bottom central section 13D (cross hatching section) is provided between the partition walls 13te. When the bottom bottom central section 13D is used as a tanker, the compartments are provided with ballast water. It shall be a section that does not contain ballast water.

According to this structure, when used as a flotation type water storage structure, by providing the bottom bottom central section 13D in which the ballast water is not inserted, compared to the case where the ballast water is filled, it is possible to achieve a state close to a maintenance free state, It is possible to simplify. In addition, in the case of the floating body type water storage structure which does not assume the navigation as a premise, it is not necessary to consider the damage of the tanker and other bottom on the assumption of navigation, and this portion can also be a cargo tank, By making the central section 13D communicate with the center cargo tank 11, the capacity of the cargo tank can be increased very simply.

Even if the configuration of the linear structure 1E of the fifth embodiment is applied to the linear structure 1B of the second embodiment and the linear structure 1C of the third embodiment, Effect can be obtained.

Therefore, the method of designing a linear structure according to the embodiment of the present invention is characterized in that the linear structures 1A, 1B, 1C, 1D and 1E of the first to fifth embodiments, (Hereinafter referred to as " 1A " to " 1E "), when designing a linear structure having a common tanker structure between a tanker and a floating body, The tank 11 and the wing cargo tanks 12 are provided on both sides of the tank 11 and the wing cargo tanks 12 are provided with the side and bottom sections 13 used as ballast tanks or void spaces The number Nw of one of the strings of the wing cargo tanks 12 is made larger than the number Nc of the center cargo tanks 11 in the number of tanks or compartments excluding the slop tank 14. [

According to the linear structures (1A) to (1E) of the first to fifth embodiments and the method of designing the linear structure according to the present invention having the above-described configuration, if the linear structure The side walls 13 and the bottom walls 13 of the wing cargo tanks 12 and the side walls 13 and 14 of the wing cargo tanks 12A and 12B are damaged over the two sections and the longitudinal walls 12t between the wing cargo tanks 12 and the side walls 13, Because the number of wing cargo tanks 12 increases and the capacity per wing cargo tank 12 decreases, even if the transverse bulkheads 12a for the wing cargo tanks that divide the front and rear directions of the wing cargo tanks 12 are damaged, 1A to 1E can be increased and the outflow of the cargo in the wing cargo tank 12 can be reduced.

Since the number Nc of the center cargo tanks 11 is made smaller than the number Nw of one of the strings of the wing cargo tanks 12 to the same number as that of the conventional tanker, Since the number of the transverse bulkheads 11a for the center cargo tanks that divide the center cargo tank 11 in the forward and backward direction following the increase of the number of the transverse bulkheads 11a, that is, the number and the area of the watertight bulkheads does not increase, An increase in cost can be suppressed.

That is, by reducing the number Nc of the center cargo tanks 11 that do not fall within the damage range at the time of side damage and by increasing the number (2 x Nw) of the wing cargo tanks 12, It is possible to suppress the increase of the horizontal barriers and to make the partition arrangement resistant to damage on the side of the ship. Thus, when used as a tanker, it is possible to provide a convenient arrangement as a tanker and a compartment arrangement that can be used for a floating body water storage structure such as FPSO or FSO while maintaining cost competitiveness. Design cost and lead time It is possible to supply a floating body of water storage structure at an inexpensive price as well as in a case of using as a floating body water storage structure.

This makes it possible to provide the linear structures 1A to 1E satisfying the requirements of both the tanker and the buoyant water storage structure or the linear structures 1A to 1E that are easy to change or modify the buoyant water storage structure in the tanker, (1E), or linear structures (1A) to (1E) that are easy to design change or retrofit into a tanker from a torpedo-type water storage structure.

[Industrial Availability]

According to the method of designing a linear structure and a linear structure of the present invention, it is possible to design a partition arrangement that is particularly resistant to the side damage without increasing the number of tanks that increase the cost, that is, the area of the watertight bulkhead dividing the tank as much as possible, It is convenient to use and maintains cost competitiveness. It can be used as a compartmentalized arrangement for a floating-type water storage structure as it is, and it is connected to reduction of design cost and lead time, It can be used to design linear structures and linear structures of a large number of tankers or floating body structures.

1A, 1B, 1C, 1D, 1E linear structures
10 Hull
10a side shell
11 Center Cargo Tank
11a Horizontal bulkheads for center cargo tanks
11t Vertical bulkhead between center cargo tank and wing cargo tank
12 Wing Cargo Tank
12a transverse bulkheads for wing cargo tanks
Vertical bulkhead between 12t wing cargo tank and side and bottom sections
13 Side and bottom compartment
13A U-shaped compartment
13B J-shaped compartment
13C Compartment on the side of the wing
13D Lower central compartment
13a Side barrier for side compartment
13t, 13te bottom bulkhead
14 slop tank
14a Horizontal bulkhead for slop tank

Claims (9)

In a linear structure having a tank structure,
The center cargo tank and the wing cargo tanks are provided on both sides of the center cargo tank symmetrically with respect to the line width direction and the side and bottom sections used as ballast tanks or void spaces are provided outside the wing cargo tanks,
Characterized in that the number of one of the strings of the wing cargo tanks is made larger than the number of the center cargo tanks in the number of tanks or compartments excluding the slop tanks. The method according to claim 1,
With respect to the direction of the skipper, the lateral partition walls for dividing the side compartment and the bottom compartment are disposed side by side by a predetermined distance with respect to the transverse bulkheads for the wing cargo tanks for separating the front and rear directions of the wing cargo tanks Wherein the linear structure is a linear structure. 3. The method according to claim 1 or 2,
And the number of one-side strings of the ship side and bottom side sections is larger than the number of the center cargo tanks. 4. The compound according to any one of claims 1 to 3,
Wherein the number of one of the strings of the side and bottom sections is equal to or more than the number of one strings of the wing cargo tanks in the number of tanks or compartments excluding the slop tanks. 5. The compound according to any one of claims 1 to 4,
Wherein the number of one of the strings of the wing cargo tanks is 1.5 times or more and 2 times or less of the number of the center cargo tanks in the number of tanks or the number of compartments excluding the slop tanks. 5. The compound according to any one of claims 1 to 5,
20% Bs " to the inside of the side shell plating when the line width is Bs at the position in the shipboard direction, in the line width direction of the longitudinal bulkhead between the center cargo tank and the wing cargo tank, or Is set to be within the range of " 30% Bs " to the inside of the side shell plating. 7. The compound according to any one of claims 1 to 6,
One side of a side portion and a bottom portion adjacent to the side partition lateral barrier dividing the ship side and the bottom portion is divided into a lower portion of the center cargo tank and a lower portion of the wing cargo tank and an outer portion of the outside of the wing cargo tank A U-shaped partition structure formed by a U-shaped section enclosing the wing cargo tank and a lower portion of the center cargo tank and a lower side portion and an outer side portion of the wing cargo tank, A J-shaped section structure having two pairs of J-shaped sections each having a bottom longitudinal bulkhead,
Characterized in that, with respect to the direction of the skipper, the side and bottom divisions are configured by alternately arranging the U-shaped divided structure and the J-shaped divided structure. 7. The compound according to any one of claims 1 to 6,
In the ship side and bottom side divisions, a bottom bottom central partition is provided between the bottom vertical partition walls on the lower side of the center cargo tank. When the bottom side central partition is used as a tanker, the bottom central compartment is used as a compartment for containing ballast water, Wherein the bottom section central section is a section not containing the ballast water. As a design method of a linear structure having a tank structure,
The center cargo tank and the wing cargo tanks are provided on both sides of the center cargo tank symmetrically with respect to the line width direction and the side and bottom sections used as ballast tanks or void spaces are provided outside the wing cargo tanks,
Wherein the number of one of the strings of the wing cargo tanks is greater than the number of the center cargo tanks in the number of tanks or compartments excluding the slop tanks.

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