KR20170142388A - LNG Carrier having Three Cargo Tank - Google Patents

Abstract

The present invention relates to an LNG carrier having three storage tanks, and more specifically, to an LNG carrier of 150K to 220K class, wherein the LNG carrier includes: three storage tanks including a front storage tank, an intermediate storage tank, and a rear storage tank, which are sequentially installed spaced apart from a bow waterline by a predetermined distance; an engine room provided on a stern side; and a fuel tank for storing fuel supplied to the engine of the engine room, wherein the fuel tank is installed in an empty space secured between the rear storage tank and the engine room by forwardly arranging the three storage tanks.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an LNG carrier having three storage tanks,

The present invention relates to an LNG carrier with three storage tanks.

In recent years, liquefied gas such as Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG) and the like has been widely used as a substitute for gasoline or diesel.

Liquefied natural gas is a liquefied natural gas obtained by refining natural gas collected from a gas field. It is a colorless and transparent liquid with almost no pollutants and high calorific value. It is an excellent fuel. On the other hand, liquefied petroleum gas is a liquid fuel made from compressed propane (C ₃ H ₈ ) and butane (C ₄ H ₁₀ ), which are derived from petroleum in oil field, at room temperature. Liquefied petroleum gas, like liquefied natural gas, is colorless and odorless and is widely used as fuel for household, business, industrial, and automotive use.

Such a liquefied gas is stored in a liquefied gas storage tank installed on the ground or stored in a liquefied gas storage tank provided in a transportation means navigating the ocean. Liquefied natural gas is reduced to 1/600 volume by liquefaction, Liquefied petroleum gas has the advantage of liquefaction, which reduces the volume of propane to 1/260 and the volume of butane to 1/230, which is high storage efficiency.

For example, liquefied natural gas (LNG) is obtained by cooling natural gas at a cryogenic temperature (approximately -163 ° C), and its volume is reduced to approximately 1/600 of that of natural gas, .

LNG carriers for loading LNG and landing on the sea to the sea include LNG cryogenic storage tanks (so-called 'cargo holds').

Such a storage tank can be classified into an independent type and a membrane type according to whether or not the load of the cargo directly acts on the insulating material. Normally, the membrane type storage tank is classified into NO 96 type and Mark III Type, Mark V type, and the independent storage tank is divided into MOSS type and SPB type.

Generally, four LNG carriers of 150K to 220K class are installed in the storage tank, which will be described with reference to FIG.

8 is a side view for explaining an LNG carrier having four storage tanks according to the related art.

As shown in FIG. 8, four LNG carrier lines 200 of 150K to 220K class are provided with four storage tanks 210, 220, 230 and 240, four storage tanks 210, 220, 230, The front storage tank 210 installed on the side of the bow portion 201 is relatively small in size due to the influence of sloshing and is arranged from the front storage tank 210 to the stern portion 202 side The remaining three storage tanks 220, 230, and 240 are fabricated in a relatively large size. For example, the length of one forward storage tank 210 is 13% of the Length Between Perpendiculars (LBP), which is the horizontal distance between Fore Perpendicular (FP) and After Perpendicular (AP) And the length of each of the two intermediate storage tanks 220, 230 and one rear storage tank 240 is limited to 17% of the inter-line length (LBP). In addition, the front storage tank 210 is constructed so that the width of the storage tank is also narrowed due to the characteristics of the streamlined ship so that approximately half of the capacity of the remaining three storage tanks 220, 230, and 240 can be loaded.

The LNG carrier 200 is provided with an engine room 250 on the stern part 202 side and a fuel tank 260 for supplying fuel to the engine provided in the engine room 250, Respectively. The engine room 250 is generally provided on the stern portion 202 side to facilitate transmission and control of the propulsion unit and the fuel tank 260 is disposed on the stern portion 202 side The front storage tank 210 is installed on the side of the bow portion 201 due to the positioning of the front storage tank 210 having a long overall length occupied by the four storage tanks 210, 220, 230, .

However, since the conventional LNG carrier 200 has four storage tanks 210, 220, 230, and 240 installed therein, there is a limit in reducing the BOR (Boil Off Rate) proportional to the surface area of the storage tank. For example, by applying ME-GI engine and PRS technology, BOR can be reduced from 0.05% to 0.06% compared with the existing system, or BOR can be reduced by 0.08% by applying Ti Group's new storage tank insulation system. Various studies are under way to reduce the BOR, but the degree of BOR reduction is low.

Since the conventional LNG carrier 200 is provided with four storage tanks 210, 220, 230, and 240, it is difficult to secure a space between the engine room 250 and the rear storage tank 240, There is a problem in that it is necessary to install the fuel tank 260 on the side of the bow portion 201 so that the fuel supply system is constructed from the bow portion 201 side to the stern portion 202 side, .

Published Japanese Patent Application No. 10-2014-0100454 (Published on August 14, 2014) Published Japanese Patent Application No. 10-2015-0027781 (Published on March 12, 2015)

SUMMARY OF THE INVENTION It is an object of the present invention to provide an LNG carrier having four storage tanks and a storage tank for storing LNG, And to reduce the total surface area of the storage tank by reducing the number of LNG carriers, thereby reducing the BOR.

It is also an object of the present invention to provide an LNG carrier having three storage tanks for reducing the production cost of the storage tanks by reducing the number of storage tanks in comparison with existing LNG carriers having four storage tanks .

Another object of the present invention is to reduce the number of storage tanks in comparison with existing LNG carriers having four storage tanks and to increase the height and decrease the overall length of the LNG storage tank, The present invention is to provide an LNG carrier having three storage tanks for increasing the space utilization of the bow or stern.

Another object of the present invention is to reduce the sloshing phenomenon of the forward storage tank by arranging the front storage tank installed on the side of the fore part closer to the center of motion of the ship as compared with the case of installing the existing four storage tanks And to provide an LNG carrier having three storage tanks.

It is also an object of the present invention to provide an LNG having three storage tanks for simplifying the fuel supply system by securing a clearance between the engine room and the rear storage tank provided on the stern side to provide a fuel tank, To provide a carrier.

It is also an object of the present invention to provide a lower stool or swash plate having a structure suitable for stress dispersion so that the maximum permissible stress defined in the double bottom at the joint portion between the transverse bulkhead and the double bottom, The present invention provides an LNG carrier having three storage tanks capable of reducing the overall height of the ship by reducing the thickness of the ship.

An LNG carrier having three storage tanks according to one aspect of the present invention is a LNG carrier of 150K to 220K class. The LNG carrier has a forward storage tank, an intermediate storage tank, a rear storage Three storage tanks containing tanks; An engine room provided on the stern side; And a fuel tank for storing fuel to be supplied to the engine of the engine room, wherein the fuel tank is disposed in a space that is secured between the rear storage tank and the engine room by forwardly arranging the three storage tanks Is installed.

Specifically, each of the three storage tanks may be a Mark III type, a Mark V type or a NO 96 type when it is a membrane type, and may be an SPB type when it is a stand-alone type.

Specifically, the three storage tanks may have a total length of 43% to 60% of the length between the waterlines and at least 4% of the length between the waterlines.

The LNG carrier having three storage tanks according to the present invention can reduce the number of storage tanks without significantly changing the ship size and LNG loading capacity in comparison with existing LNG carriers having four storage tanks, The BOR can be reduced, and the manufacturing cost of the storage tank can be reduced.

Further, the LNG carrier having three storage tanks according to the present invention can reduce the BOR in comparison with existing LNG carriers having four storage tanks, , Other lines, etc.) can be unnecessary or minimized, which can reduce the airflow and reduce the construction cost.

The LNG carrier having three storage tanks according to the present invention can reduce the number of storage tanks in comparison with existing LNG carriers having four storage tanks, And the overall length is reduced, space utilization of the bow or aft portion can be increased.

In addition, the LNG carrier having three storage tanks according to the present invention is arranged such that the forward storage tanks provided on the fore end side are located closer to the movement center of the ship as compared with the case where four existing storage tanks are provided, Thereby reducing the sloshing phenomenon.

Further, the LNG carrier having the three storage tanks according to the present invention can simplify the fuel supply system by securing the clearance between the engine room and the rear storage tank provided on the stern side to provide the fuel tank , And the cost of air transportation and materials due to the construction of the fuel supply system can be reduced.

Further, the LNG carrier having three storage tanks according to the present invention has a configuration suitable for stress dispersion so as to be lower than the maximum allowable stress defined in the double bottom at the joint portion between the transverse bulkhead and the double bottom which exhibits the highest stress distribution By installing lower stool or swash plate, it is possible to reduce the thickness of the double bottom so that the overall height of the ship can be reduced. As a result of increasing the height of the storage tank so that the total loading capacity of LNG is not changed compared to the existing LNG carrier, The stability against the movement can be further secured.

1 is a side view for explaining an LNG carrier having three storage tanks according to a first embodiment of the present invention.
2 is a side view for explaining an LNG carrier having three storage tanks according to a second embodiment of the present invention.
3 is a sectional view taken along the line A-A 'in order to explain the shape of the front storage tank of FIG.
4 is a cross-sectional view taken along the line B-B 'in order to explain the shape of the front storage tank of FIG. 2;
FIG. 5 is an enlarged view of the 'C' portion to illustrate the coupling structure between the transverse bulkhead and the double bottom of FIG. 1 or FIG. 2. FIG.
Fig. 6 is an enlarged view for explaining the outer shape of the corner portion of the storage tank located at the joint portion between the transverse bulkhead and the double bottom in Fig. 5;
FIG. 7 is an enlarged view of the 'C' portion to illustrate another coupling structure of the transverse bulkhead and the double bottom of FIG. 1 or FIG. 2. FIG.
8 is a side view for explaining an LNG carrier having four storage tanks according to the related art.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

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

FIG. 1 is a side view for explaining an LNG carrier having three storage tanks according to a first embodiment of the present invention. FIG. 2 is a cross-sectional view illustrating an LNG carrier having three storage tanks according to a second embodiment of the present invention. FIG. 3 is a cross-sectional view taken along the line A-A 'in FIG. 1 to explain the shape of the forward storage tank of FIG. 1, and FIG. 4 is a cross- FIG. 5 is an enlarged view of the 'C' portion in order to explain the coupling structure between the transverse bulkhead and the double bottom of FIG. 1 or 2. FIG. 6 is a cross- FIG. 7 is an enlarged view for explaining the external shape of the corner portion of the storage tank located at the lower joint, and FIG. 7 is an enlarged view of the 'C' portion for explaining another joint structure of the transverse bulkhead and the double bottom of FIG. FIG.

1 to 6, the LNG carrier 100 according to the first or second embodiment of the present invention is a 150K to 220K class and includes a storage tank unit 110, an engine room 120, A fuel tank 130, a transverse bulkhead 140, a lower stool 150, a double bottom 160, and a steel structure 170. Hereinafter, the terms 'longitudinal section', 'transverse section', 'longitudinal direction' and 'transverse direction' refer to the longitudinal direction of the LNG carrier 100, and 'transverse' refers to the transverse direction of the LNG carrier 100 it means.

The LNG carrier line 100 of the present embodiment has three storage tanks 110a and 110b which are the same or similar to existing LNG carrier lines 200 of 150K to 220K class in which four storage tanks 210, 220, 230 and 240 are installed. 110b and 110c are installed in the LNG carrier 200. The total LNG loading capacity of the LNG carrier 200 can be the same or similar to that of the existing LNG carrier 200. The number of tanks is reduced by one to reduce the total surface area of the tank, And is configured to further reduce the sloshing phenomenon by positioning the front storage tank 110a to be spaced rearward from a possible forehead repair line FP. In addition, the LNG carrier line 100 of the present embodiment can increase the line width to secure stability such as six-character movement of the ship compared to the existing LNG carrier line 200, and the drainage amount can be maintained at the same level by decreasing the squareness coefficient Cb have.

On the other hand, when the total loading capacity of the LNG is the same and the number and size of the storage tanks are different in the 150K to 220K class LNG carriers, the smaller the number of the storage tanks, the more the BOR can be reduced by reducing the total surface area of the tank , There is a problem that the size of the storage tank is relatively large and the sloshing phenomenon is increased. Accordingly, in the present embodiment, three storage tanks 110a, 110b, and 110c are provided and the existing LNG carriers 200 (200, 200, ). As a result of the previous investigation, there were no three storage tanks in an LNG carrier of 150K to 220K class. In the case of an LNG carrier having two storage tanks, the BOR can be reduced in comparison with the three storage tanks 110a, 110b, and 110c of the present embodiment. However, since each of the storage tanks becomes too large, The problem can not be solved, and the sloshing reduction device can solve the sloshing problem to some extent, but considering the cost aspect, it is difficult to commercialize because of its low competitiveness.

The storage tank unit 110 may be constituted by three units including a front storage tank 110a, an intermediate storage tank 110b, and a rear storage tank 110c.

Each of the three storage tanks 110a, 110b, and 110c may be of the Mark III type, the Mark V type, of course, NO 96 type if it is a membrane type, or the SPB type if it is a standalone type. Each of the three storage tanks 110a, 110b and 110c includes a primary wall 111, a primary wall 112, a secondary wall 113, a secondary wall 113, And an insulating wall 114 composed of an insulating wall.

The primary barrier 111 is installed to be in direct contact with the liquefied gas, and may be made of a stainless steel material, such as a membrane corrugation barrier or corrugated barrier.

The primary heat insulating wall 112 may be installed between the primary wall 111 and the secondary wall 113 and may be provided with a shock from outside or a liquefied gas sloshing inside A primary insulation panel 112a formed of a polyurethane foam and a primary plywood 112b installed between the primary barrier 111 and the primary insulation panel 112a .

The secondary barrier 113 may be provided between the primary heat insulating wall 112 and the secondary heat insulating wall 114 and may be formed of a triplex composite material having glass fiber attached to the aluminum foil.

The secondary insulation wall 114 can be installed between the secondary barrier 113 and the hull and can withstand external impacts or shocks caused by internal liquefied gas sloshing A secondary insulation panel 114b formed of a polyurethane foam and a secondary plywood 114a installed between the secondary insulation panel 114b and the hull.

The configuration of each of the three storage tanks 110a, 110b, and 110c may correspond to a basic configuration of the Mark III type. In this embodiment, the present invention is not limited to this configuration, Of course.

Each of the three storage tanks 110a, 110b, and 110c, which includes the primary wall 111, the primary wall 112, the secondary wall 113, and the secondary wall 114, The total thickness T of each of the storage tanks 110a, 110b and 110c is about 400 mm and the thickness T1 of the secondary heat insulating wall 114 among these components is the total thickness T). ≪ / RTI > 6, the outer shape of the corner portions of the storage tanks 110a, 110b, and 110c located at the coupling portion between the transverse bulkhead 140 and the double bottom 160, that is, 110a, 110b, and 110c, which meet the lower stool 150, which will be described later, are formed in an oblique shape.

The diagonal corner line 115 facilitates the installation of the lower stool 150 to be described later and allows stress concentration due to various loads to occur at corner portions where the transverse bulkhead 140 and the double bottom 160 meet . This corner line 115 can be manufactured by removing a part of the secondary heat insulating wall 114. At this time, the more the secondary heat insulating wall 114 is removed, the thinner the heat insulating layer, The lower stool 150 will be smaller in size as described later, and the stress dispersing ability can be lowered. As a result of the structural analysis on the relationship between the insulating ability and the stress dispersing ability, A slant angle and a diagonal size.

The length, height, and volume ratio of the front storage tank 110a, the intermediate storage tank 110b, and the rear storage tank 110c of the storage tank unit 110 will now be described in detail.

The front storage tank 110a can be installed on the hull at the side of the bow 101 and has a length LBP which is the horizontal distance between the fore and aft perpendicular FP, The height may be limited to 10% to 20%, preferably 13% to 17%, and the height is limited to 11% to 15%, preferably 12.5% to 13.5% of the interline length (LBP) And the volume ratio to the total loading capacity of the three storage tanks 110a, 110b and 110c is limited to 16% to 33.3%, preferably 18% to 26% . It is preferable that the volume ratio of the front storage tank 110a is made smaller than the volume ratio of each of the intermediate storage tank 110b and the rear storage tank 110c to be described later so as to minimize the influence of sloshing. The values of the length, height, and volume ratio for limiting the front storage tank 110a are correlated with the length, height, and volume ratio of the intermediate storage tank 110b and a rear storage tank 110c I will.

The forward storage tank 110a may be installed at a predetermined distance from the forehead waterline FP so that the forward end is positioned 10 to 25% behind the waterline length LBP at the forward waterline FP, .

As described above, restricting the installation position of the front storage tank 110a to a position 10% to 25% behind the inter-repair length LBP is effective in the 150K to 220K class LNG carrier 100, Considering the swaying movement.

Specifically, in the conventional LNG carrier 200, the front end of the front storage tank 210 is located about 8% of the length LBP between the water lines. In this embodiment, if the 10% lower limit threshold is increased from about 8% to 10%, the entire center of gravity of the tank is moved backward, and a stern trim where the stern portion 102 of the hull is sinking is generated The propeller is well immersed in the sea, which reduces the probability of cavitation on the propeller and reduces propeller protection and resistance.

In the present embodiment, the threshold value of the upper limit of 25% is such that if the ratio exceeds 25%, the side of the bow 101 of the hull is lifted, and the effect of reducing the wave resistance by the spherical bow is reduced It is because.

In the embodiment of the present invention, since the front end of the forward storage tank 110a is positioned 10% to 25% behind the length LBP of the forward line in the forward perpendicular line FP, The position of the liquefied gas stored in the forward storage tank 110a due to the pitching movement of the hull, which is a point at which a sloshing effect is largely affected compared to the forward storage tank 210 of the LNG carrier 200, Can be avoided.

The intermediate storage tank 110b may be installed in the hull between the front storage tank 110a and a rear storage tank 110c to be described later and is preferably limited to 15% to 25% of the length LBP, The height may be limited to between 11% and 15%, preferably between 12.5% and 13.85% of the inter-reproductive length (LBP), and the three storage tanks 110a , 110b, and 110c may be limited to 30% to 45%, preferably 37% to 41% of the total loading capacity.

The rear storage tank 110c may be installed adjacent to the engine room 120 to be described later and spaced apart from the aft water line AP by a predetermined distance and may have a length limited to 15% to 25% of the inter-waterline length (LBP) , Preferably 17% to 20%, and the height may be limited to 11% to 15%, preferably 12.5% to 13.85% of the interline length (LBP) The volume ratio with respect to the total stacking capacity of the capacitors 110a, 110b and 110c may be limited to 30% to 45%, preferably 37% to 41%.

Needless to say, each of the three storage tanks 110a, 110b, and 110c may have the same length, height, and volume ratio.

In this embodiment, three storage tanks 110a, 110b and 110c are provided by suitably combining numerical values of length, height and volume ratio applied to each of the front, middle and rear storage tanks 110a, 110b and 110c The LNG carrier 100 can be dried. For the sake of understanding, the following three cases will be described as an example. However, the present embodiment is not limited to this.

The LNG carrier line 100 in the first case limits the length and volume ratio of the front storage tank 110a to 13% of the inter-repaired length LBP and 18% of the total loading capacity, and the middle and rear storage tanks 110b and 110c ) Are limited to 20% of the interline length (LBP) and 41% of the total loading capacity and the height of each of the front, middle and rear storage tanks (110a, 110b, 110c) ) To 12.5%.

The second case LNG carrier line 100 limits the length and volume ratio of the front storage tank 110a to 17% of the interline length LBP and 26% of the total loading capacity and the middle and rear storage tanks 110b and 110c ) Are limited to 17% of the interline length (LBP) and 37% of the total loading capacity and the height of each of the front, middle and rear storage tanks (110a, 110b, 110c) ) To 13.25% of the total dry weight.

The third case LNG carrier line 100 limits the length and volume ratio of the forward storage tank 110a to 15% of the inter-line length LBP and 23% of the total loading capacity and the intermediate and rear storage tanks 110b and 110c ) Are limited to 17% of the inter-line length (LBP) and 38.5% of the total loading capacity and the height of each of the front, middle and rear storage tanks (110a, 110b, 110c) ) To 13.85%.

The three storage tanks 110a, 110b and 110c according to the present embodiment are constructed such that the total LNG loading capacity is the same as or similar to the existing four storage tanks 210, 220, 230 and 240, The total length occupied by the tanks 210, 220, 230 and 240 is 64% (13% + 17% + 17% + 17%) of the interline length LBP. (110a, 110b, 110c) is made to be reduced.

For example, the total length occupied by the three storage tanks 110a, 110b and 110c in the LNG carrier 100 in the first case is 53% (13% + 20% + 20%) of the inter- The total length occupied by the three storage tanks 110a, 110b and 110c in the LNG carrier 100 in the second case is 51% (17% + 17% + 17%) of the inter-line length LBP, The total length occupied by the three storage tanks 110a, 110b and 110c in the third case of the LNG carrier 100 is 49% (15% + 17% + 17%) of the inter-line length LBP.

That is, the total length occupied by the three storage tanks 110a, 110b, and 110c of the present embodiment is reduced by about 11% to 15% of the inter-line length (LBP) The space utilization of the forward portion 101 or the stern portion 102 can be increased in comparison with the LNG carrier 200 of the LNG carrier 200. [

1, the three storage tanks 110a, 110b, and 110c can be disposed from the engine room 120, which will be described later, like the conventional LNG carrier 200. In this case, It is possible to secure a clearance S between 11% and 15% of the waterline length LBP between the front storage tank 110a and the fuel tank 130 to be described later. This clearance space S can be usefully used for the layout design of various equipments installed in the LNG carriers 100.

3, the front storage tank 110a is arranged as close as possible to the forehead center of the ship, as far as possible from the forehead waterline FP, so that it can be less affected or free from the characteristics of the streamlined vessel, A shape suitable for securing the stability of the tank from various loads including a load due to the sloshing phenomenon of the liquefied gas, such as a cross-sectional shape of each of the intermediate storage tank 110b and the rear storage tank 110c, The shape is a polygon (for example, an octagon) forming an obtuse angle rather than a right angle.

2, the front storage tank 110a among the three storage tanks 110a, 110b, and 110c may be disposed as the front storage tank 210 of the existing LNG carrier 200, A clearance S corresponding to 11% to 15% of the waterline length LBP can be secured between the rear storage tank 110c and the engine room 120 to be described later on the stern portion 102 side. Unlike the conventional LNG carrier 200, the clearance S can be utilized as a space for installing the fuel tank 130, which will be described later.

At this time, as shown in FIG. 4, the front storage tank 110a is disposed close to the forehead water repellent (FP) so that it can be influenced greatly by the characteristics of the streamlined ship, and becomes narrower in width. The cross sectional shapes of the intermediate storage tanks 110b and the rear storage tanks 110c other than the forward storage tanks 110a are not limited to the shapes shown in the drawings in order to secure the stability of the tanks from various loads including loads due to the sloshing phenomenon of liquefied gas, 3, the inner shape and the outer shape at the corner portion form an obtuse-angle polygon (for example, an octagon) that is not a right angle.

As described above, the total length of the three storage tanks 110a, 110b, and 110c of the LNG carrier 100 according to the present embodiment is less than the total length of the four storage tanks 210, 220, and 230 of the conventional LNG carrier 200 , 240), the total load capacity of the LNG can not be made the same or similar. In this embodiment, the height of the tank can be increased to solve the problem. In this case, as the height increases, the center of gravity of the hull is raised and the stability of rolling of the ship is lowered. Therefore, it is needless to say that it should be set within a range that does not lose the stability of lateral movement of the ship.

For example, in the first case, the LNG carrier 100 limits the height of each of the front, middle and rear storage tanks 110a, 110b and 110c to 12.5% of the inter-line length LBP, The LNG carrier 100 of the third case limits the height of each of the front, middle and rear storage tanks 110a, 110b and 110c to 13.25% of the inter-line length LBP, , The height of each of the intermediate and rear storage tanks 110a, 110b, 110c is limited to 13.85% of the inter-line length (LBP).

In the present embodiment, as described above, the height of each of the front, middle, and rear storage tanks 110a, 110b, and 110c is higher than conventional ones considering the rolling stability. The height of the double bottom 160 can be reduced to further improve the stability of the lateral movement stability.

The engine room 120 may be equipped with various devices such as an engine, a switchboard, and the like for transmitting and controlling power to the propulsion device, and may be provided on the stern section 102 side.

The fuel tank 130 may store fuel to be supplied to an engine or the like installed in the engine room 120. [ Such a fuel tank 130 may be provided on the side of the bow portion 101, as shown in Fig. 2, when the spare space S is provided between the engine room 120 and the rear storage tank 110c on the stern portion 102 side, (S). Since the fuel tank 130 is disposed close to the engine room 120, the fuel supply system can be simplified. A new clearance S1 is formed on the side of the forefront 101 while the fuel tank 130 is disposed in the vicinity of the engine room 120. This new clearance S1 is formed on the LNG carrier 100 It can be useful for layout design of equipment.

The four existing storage tanks 210, 220, 230, and 240 are provided to allow the fuel tank 130 to be installed in the clearance space S provided between the engine room 120 and the rear storage tank 110c. The total length occupied by the three storage tanks 110a, 110b and 110c according to the present embodiment is 43% to 60% of the inter-reproductive length LBP when the total length occupied by the three storage tanks 110a, 110b and 110c according to the present embodiment is 64% That is, it is desirable that the design is designed to be shorter than the existing 64% and at least 4%. By making the total length occupied by the three storage tanks 110a, 110b and 110c equal to 43% to 60% of the inter-reprocessing length LBP, at least 4% of the inter- So that the clearance S corresponding to at least 4% of the length LBP between the engine room 120 and the rear storage tank 110c can be provided.

The transverse bulkhead 140 is provided with a plurality of transverse bulkheads 110a, 110b and 110c, respectively, so as to partition the installation space of each of the three storage tanks 110a, 110b and 110c while supporting the transverse strength of the LNG carrier 100. [ Side surface and the other side surface are connected to the port side hull 103 and the starboard side hull 104 and the lower surface of the inner bottom plate 161 of the double bottom 160 to be described later by the lower stool 150, And can be formed as outer walls (front and rear side walls) of the three storage tanks 110a, 110b, and 110c, respectively. The transverse bulkhead 140 may be supported by a lower stool 150 to be described later, and the load is transmitted to the double bottom 160 through a lower stool 150, which will be described later.

The lower stool 150 may be installed such that the transverse bulkhead 140 is coupled with the inner bottom plate 161 of the double bottom 160 to be described later while supporting the transverse bulkhead 140, and three storage tanks 110a, 110b , And 110c, respectively.

The lower stool 150 supports the transverse bulkhead 140 and transmits the load of the transverse bulkhead 140 to the double bottom 160. The load of the transverse bulkhead 140 is transmitted to the lower stool 150, As shown in FIG.

In this embodiment, the lower stool 150 is stressed so as to be lower than the maximum allowable stress defined at the double bottom 160 at the joint portion between the transverse bulkhead 140 and the double bottom 160, It can be configured to be suitable for dispersion. This lower stool 150 can reduce the interval D1 between the double bottoms 160 to be described later and reduce the number of the double stools 160 according to the present embodiment in which one is reduced from the four existing storage tanks 210, 220, 230, The possibility of installing the three storage tanks 110a, 110b, and 110c can be further increased.

Specifically, the lower stool 150 is installed on the inner bottom plate 161 in a shape obliquely facing obliquely so as to correspond to the corner line 115 in an oblique line in each of the three storage tanks 110a, 110b, and 110c And a top plate 152 provided on the upper surface of the pair of side plates 151 and supporting the transverse barriers 140. [ It is preferable that the lower stool 150 has a trapezoidal shape in its longitudinal section, and has a regular trapezoidal shape so that the stress distribution is uniform on both sides where the pair of side plates 151 are located.

The stress applied to the double bottom 160 by the load of the transverse bulkhead 140 is not vertical to the double bottom 160 because the pair of side plates 151 are formed in an oblique shape, And can be widely dispersed in the diagonal direction.

Meanwhile, the swash plate 180 may be installed to obtain the same effect as the lower stool 150 described above, which will be described with reference to FIG.

FIG. 7 is an enlarged view of the 'C' portion to illustrate another coupling structure of the transverse bulkhead and the double bottom of FIG. 1 or FIG. 2. FIG.

7, the swash plate 180 may be installed to be connected to the inner bottom plate 161 of the double bottom 160 to be described later while supporting a part of the transverse partition wall 140, and three storage tanks 110a 110b, and 110c, and correspond to the shapes of the corner lines 115. The corner lines 115 may be formed to correspond to the shapes of the corner lines 115. FIG.

The swash plate 180 can be installed so as to be lower than the maximum allowable stress defined by the inner bottom plate 161 at the vertical connecting portion between the transverse bulkhead 140 having the highest stress distribution and the inner bottom plate 161 .

Specifically, the swash plate 180 may be formed horizontally with respect to the transverse partition wall 140 or may not be formed perpendicular to the inner bottom plate 161 to be described later, but may be formed in an oblique shape, The stress on the inner bottom plate 161 due to the load of the transverse barrier ribs 140 can be dispersed broadly in the diagonal direction without being concentrated in the vertical direction .

The swash plate 180 may further include a first reinforcing member 181 and a second reinforcing member 182 to reinforce the rigidity at a point where the swash plate 180 abuts against the transverse bulkhead 140 or the inner bottom plate 161.

The first reinforcing member 181 is a member for reinforcing a portion where the swash plate 180 and the transverse bulkhead 140 are in contact with each other and is located inside the transverse bulkhead 140 at a position where the swash plate 180 contacts the transverse bulkhead 140 It can be installed horizontally.

The second reinforcing member 182 is a member for reinforcing a portion where the swash plate 180 and the inner bottom plate 161 are in contact with each other and is located inside the inner bottom plate 161 at a point where the swash plate 180 contacts the inner bottom plate 161 And can be vertically extended.

The double bottom 160 may be a hull constituting the bottom of the LNG carrier 100 serving as an outer wall of each of the three storage tanks 110a, 110b and 110c, and three storage tanks 110a, 110b, An inner bottom plate 161 supporting the transverse bulkhead 140, and a bottom shell plate 162 constituting the outside of the hull. A steel structure 170 supporting the longitudinal strength or transverse strength of the LNG carrier 100 may be installed in the double bottom 160 together with the double bottom 160.

The double bottom 160 is designed to withstand a maximum allowable stress, for example, a stress of 185 MPa. The stress distribution applied to the double bottom 160 is highest at a portion coupled with the transverse bulkhead 140 and lower than at other portions so that the double bottom 160 has a portion And is designed to withstand the maximum permissible stresses.

The lower stool 150 or the lower stool 160 can be lowered so as to be lower than the maximum allowable stress defined in the double bottom 160 at the joint portion between the transverse bulkhead 140 and the double bottom 160, By configuring the swash plate 180 to be suitable for stress distribution, it is possible to reduce the interval D between the inner bottom plate 161 and the bottom bottom shell 162 in response to the lowered stress. For example, the LNG carrier 100 of the present embodiment having the lower stool 150 or the swash plate 180 and the 180K class of the conventional LNG carrier 200, which is not provided with the lower stool 150 or the swash plate 180, The distance D between the inner bottom plate 161 and the bottom bottom shell 162 of the present embodiment is reduced from 3200 mm to 400 mm to 1200 mm when the double bottom interval of the conventional LNG carrier 200 is 3200 mm 2000 mm to 2800 mm. Since the interval D1 between the double bottoms 160 can be reduced, the height of the hull of the LNG carriers 100 can be reduced and the height of the three storage tanks 110a, 110b, and 110c can be increased. So that the stability of the ship can be further secured.

The steel structure 170 may be installed between the inner bottom plate 161 and the bottom bottom shell 162 of the double bottom 160 and includes a plurality of girder plates 171 for supporting the longitudinal strength of the LNG carrier 100, , And a plurality of floor plates (172) for supporting lateral strength of the LNG carriers (100). The girder plate 171 may be provided with a plurality of reinforcing members 173 for reinforcing the girder plate 171. The girder plate 171 may be provided with a plurality of reinforcing members 173 for reinforcing the floor plates 172, Can be installed.

As described above, according to the present embodiment, compared with the conventional LNG carrier 200 having the four storage tanks 210, 220, 230, and 240, the storage tanks 110a and 110b The total surface area of the storage tanks 110a, 110b and 110c can be reduced and the BOR can be reduced and the production cost of the storage tanks 110a, 110b and 110c can be reduced .

In addition, the present embodiment can reduce the BOR compared to the conventional LNG carrier 200 having the four storage tanks 210, 220, 230, and 240, , GCU, other lines, etc.) can be eliminated or minimized, thus saving on airborne and construction costs.

The present embodiment can reduce the number of the storage tanks 110a, 110b and 110c in comparison with the conventional LNG carrier 200 having four storage tanks 210, 220, 230 and 240, The space utilization of the forward portion 101 or the stern portion 102 can be increased by increasing the height and decreasing the overall length so that there is no change in the LNG overall loading capacity of the front portion 110a, 110b, 110c.

The present embodiment is similar to the first embodiment in that the forward storage tank 110a provided on the side of the forward portion 101 is disposed closer to the center of motion of the ship than the existing four storage tanks 210, 220, 230, The sloshing phenomenon of the front storage tank 110a can be reduced.

The present embodiment is characterized in that the fuel tank 130 is provided by ensuring the clearance S between the engine room 120 and the rear storage tank 110c provided on the stern portion 102 side, Can be simplified, and the air flow and material cost due to the construction of the fuel supply system can be reduced.

The present embodiment has a configuration suitable for stress dispersion such that the maximum allowable stress defined at the double bottom 160 at the joint portion between the transverse bulkhead 140 and the double bottom 160, Since the lower stool 150 or the swash plate 180 is provided, the thickness of the double bottom 160 can be reduced and the overall height of the ship can be reduced, so that the LNG carrier loading capacity of the existing LNG carriers 200 is not changed It is possible to further secure stability against six-character movement of the ship as the height of the storage tanks 110a, 110b, 110c is increased.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be apparent to those skilled in the art that various combinations and modifications may be made without departing from the scope of the present invention. Therefore, it should be understood that the technical contents related to the modifications and applications that can be easily derived from the embodiments of the present invention are included in the present invention.

100: LNG carrier 101:
102: stern section 103: port side hull
104: starboard side hull 110: storage tank part
110a: Front storage tank 110b: Intermediate storage tank
110c: Rear storage tank 111: Primary barrier
112: primary insulating wall 112a: primary insulating panel
112b: Primary plywood 113: Secondary barrier
114: secondary insulation wall 114a: secondary plywood
114b: secondary insulation panel 115: corner line
120: engine room 130: fuel tank
140: transverse bulkhead 150: lower stool
151: side plate 152: top plate
160: double bottom 161: inner bottom plate
162: bottom shell 170: steel structure
171: girder plate 172: floor plate
173: reinforcing member 180: swash plate
181: first reinforcing member 182: second reinforcing member
LBP: Inter-track length FP: Player repair
AP: Stern waterline S, S1: Free space

Claims (3)

In an LNG carrier of 150K to 220K class,
Three storage tanks including forward storage tanks, intermediate storage tanks, and rear storage tanks, which are sequentially installed at a distance from the forward waterline;
An engine room provided on the stern side; And
And a fuel tank for storing fuel supplied to the engine of the engine room,
The fuel tank
Wherein the three storage tanks are disposed forwardly and forwardly to an empty space secured between the rear storage tank and the engine room. 2. The apparatus of claim 1, wherein each of the three storage tanks comprises:
In the case of membrane type, it is Mark III type, Mark V type or NO 96 type,
And is an SPB type when it is a stand-alone type. 2. The fuel cell system according to claim 1,
The total length is 43% to 60% of the interline length,
And at least 4% of the length between the waterlines.

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