WO2017217765A1 - Ship having plurality of storage tanks for carrying fluid - Google Patents

Abstract

The present invention relates to a ship comprising a foremost storage tank, a front storage tank, an intermediate storage tank, and a rear storage tank, wherein the foremost storage tank is manufactured to have a capacity, which corresponds to fuel consumption for one way, of the entire load capacity of liquefied gas, and the front storage tank, the intermediate storage tank, and the rear storage tank are manufactured to have the remaining capacity of the entire load capacity of the liquefied gas, excluding the capacity of the foremost storage tank.

Description

Ship

The present invention relates to a ship.

Recently, liquefied gas such as liquefied natural gas (Liquefied Natural Gas; LNG) and liquefied petroleum gas (Liquefied Petroleum Gas) has been widely used in place of gasoline or diesel.

LNG is liquefied by cooling the methane obtained by purifying the natural gas collected from the gas field. It is a colorless and transparent liquid. LPG, on the other hand, is a liquid fuel made by compressing a gas mainly composed of propane (C ₃ H ₈ ) and butane (C ₄ H ₁₀ ), which come with oil from an oil field, at room temperature. LPG, like LNG, is colorless and odorless and is widely used as fuel for household, business, industrial, and automotive applications.

The liquefied gas is stored in a liquefied gas storage tank installed on the ground or in a liquefied gas storage tank provided in a vehicle that navigates the ocean. LNG is reduced to 1/600 by liquefaction, and LPG By liquefaction, propane is reduced to 1/260 and butane to 1/230, which is advantageous in that storage efficiency is high.

For example, LNG is obtained by cooling natural gas to cryogenic temperatures (approximately -163 ° C), and its volume is reduced to approximately 1/600 of that of natural gas in gaseous form. Suitable.

LNGC or LPGC for unloading LNG or LPG to land demand by operating the sea with LNG or LPG, or offshore structures that float at a certain point in the sea for purposes other than the transportation of LNG. Floating Storage Regasification Unit (FSRU) to store and vaporize, Floating Liquid Natural Gas Plant (LNG-FPSO) to produce, store and unload LNG, and FPSO (Floating) to purify, store and unload LPG in a floating state at sea Production Storage Offloading) includes a storage tank for storing LNG or LPG (also called a cargo hold).

These storage tanks can be classified into independent type and membrane type according to whether the load of the cargo directly acts on the insulation. Typically, the membrane type storage tank is NO 96 type and Mark III. Type, and standalone storage tanks are divided into MOSS type and SPB type.

In general, ships up to 60K class to 220K class are installed with four storage tanks, which will be described with reference to FIGS. 1 to 3 and 14.

1 is a side view for explaining a vessel according to the first embodiment, Figure 2 is a cross-sectional view taken along the line A-A 'to explain the foremost storage tank of Figure 1, Figure 3 is the foremost of Figure 1 Sectional view taken along line B-B 'to explain storage tanks other than storage tanks.

As shown in FIGS. 1 to 3, in the existing vessel 100, among the four storage tanks 110, 120, 130, and 140, the frontmost storage tank 110 installed on the bow portion 101 side is sloshed. Due to the large number of influences are produced in a relatively small size, for example, the length of the foremost storage tank 110 is limited to 13% of the length between the length (Length Between Perpendiculars; LBP), the front storage tank ( 120, the length of each of the intermediate storage tank 130 and rear storage tank 140 is limited to 17% of the length of the waterline.

The frontmost storage tank 110, as shown in Figure 2, due to the nature of the streamlined ship is also narrow in width of the tank can be loaded about half of the capacity of each of the remaining three storage tanks (120, 130, 140). It is made to be.

For example, in the case of the 175K class ship 100, the foremost storage tank 110 installed on the bow portion 101 side has a capacity of 25,000m ³ , and is sequentially from the foremost storage tank 110 to the stern portion 102 side. The remaining three storage tanks (120, 130, 140) are installed to have a capacity of 50,000 m ³ .

These ships have a difference in operating losses within the transportation period depending on the size of the BOR (Boil Off Rate).

14 is a side view for explaining a ship having four storage tanks according to the second embodiment.

As shown in FIG. 14, the ship 400 has four storage tanks 410, 420, 430, and 440 installed therein, and the bow portion 401 is selected from the four storage tanks 410, 420, 430, and 440. Since the front storage tank 410 installed on the side is affected by sloshing much, the remaining three storage tanks 420 are manufactured in a relatively small size and arranged from the front storage tank 410 to the stern portion 402 side. , 430 and 440 are manufactured to a relatively large size. For example, the length of one front storage tank 410 is 13% of the length between perpendiculars (LBP) which is a horizontal distance between the fore perpendicular (FP) and the after perpendicular (AP). In addition, the length of each of the two intermediate storage tanks 420 and 430 and the one rear storage tank 440 is limited to 17% of the interline length LBP. In addition, the front storage tank 410 is manufactured to load about half of the remaining three storage tanks (420, 430, 440) by narrowing the width of the storage tank in the nature of the streamlined ship.

In the ship 400, the engine room 450 is provided on the stern portion 402 side, and the fuel tank 460 for supplying fuel to the engine provided in the engine room 450 has a bow portion 3401 side. Is installed on. Engine room 450 is generally provided on the stern portion 402 side to facilitate power transmission and control to the propulsion device, the fuel tank 460 is stern portion 402 side to be located close to the engine room 450 It is preferable to install in the four storage tanks (410, 420, 430, 440) due to the position of the front storage tank 410 is long due to the overall length occupied by a long sloshing effect is installed on the bow portion 401 side It is common to do

However, since the existing vessels 100 and 400 install four storage tanks, there is a limit in reducing a BOR (Boil Off Rate) proportional to the surface area of the storage tank. For example, various studies have been conducted to reduce the BOR by consuming BOG by applying ME-GI engine and reliquefaction equipment, or by reducing the BOR by 0.08% by applying Ti Group's new storage tank insulation system. Although progressing, the degree of BOR reduction is weak.

In addition, the existing vessel 100 is the size of the foremost storage tank 110 installed on the bow portion 101 side to minimize the effect of sloshing of the remaining three storage tanks (120, 130, 140) of the capacity Although it is manufactured to be able to load about half, there is a limit in minimizing the effect of sloshing because the width of the tank is narrow due to the characteristics of the streamlined ship, which causes damage to the tank structure due to sloshing and gas leakage. And there is a problem that the amount of BOG generation increases.

In addition, since the existing vessel 400 installs four storage tanks 410, 420, 430, and 440, it is difficult to secure a space between the engine room 450 and the rear storage tank 440, thereby making it relatively easy to secure space. Since the fuel tank 460 can only be installed on the bow portion 401 side, there is a problem in that the air supply and material cost are excessively required as a fuel supply system must be constructed from the bow portion 401 side to the stern portion 402 side.

The present invention has been created to solve the problems of the prior art as described above, the object of the present invention, compared to the existing vessels, the foremost storage tank 7,000m ³ to 10,000m without change in the ship size and the total capacity of liquefied gas while size reduction such that the capacity of the ^three remaining three storage tanks in by limiting setting the capacity to store the remaining liquefied gas, for providing a vessel to further reduce, as well as reducing the volume compared to surface area of the sloshing phenomenon can be reduced BOR will be.

In addition, an object of the present invention, the cross-sectional shape of the foremost storage tank installed on the bow side can be produced in an octagonal shape that is optimized for the sloshing phenomenon, to prevent damage to the tank structure by the sloshing, preventing gas leakage and BOR further It is to provide a vessel that can be reduced.

In addition, an object of the present invention, by manufacturing the forefront storage tank to have a capacity of 7,000m ³ to 10,000m ³ of one-way fuel consumption, when used for liquefied gas storage with other storage tanks when liquefied gas transportation, After gas transportation, it is intended to provide a vessel that can be used to cool down the propulsion fuel or tank required for one-way operation.

In addition, an object of the present invention is to reduce the BOR by reducing the total surface area of the storage tank by reducing the number of storage tanks without changing the vessel size and the total liquefied gas loading capacity compared to the existing vessel equipped with four storage tanks, It is to provide a ship that can be made.

In addition, an object of the present invention is to provide a ship that can reduce the manufacturing cost of the storage tank by reducing the number of storage tanks, compared to the existing vessel provided with four storage tanks.

In addition, an object of the present invention, by reducing the number of storage tanks compared to the existing vessels provided with four storage tanks, by increasing the height and reducing the total length so that there is no change in the total storage capacity of the liquefied gas of the storage tank, To provide a ship that can increase the space utilization of the bow or stern.

In addition, an object of the present invention is to arrange the front storage tank installed on the bow side closer to the center of the movement of the vessel compared to the case where the existing four storage tanks are installed, thereby reducing the sloshing phenomenon of the front storage tank. It is to provide shipping.

In addition, an object of the present invention is to provide a vessel that can simplify the fuel supply system by installing a fuel tank by securing a free space between the engine room and the rear storage tank installed on the stern side.

In addition, an object of the present invention is to provide a double stool or inclined plate having a configuration suitable for stress distribution so as to be lower than the maximum allowable stress specified in the double bottom at the joint portion of the transverse bulkhead and the double bottom where the stress distribution is highest. It is to provide a vessel that can reduce the thickness of the ship to reduce the overall height of the vessel.

According to an aspect of the present invention, there is provided a vessel including a foremost storage tank, a front storage tank, an intermediate storage tank, and a rear storage tank, wherein the foremost storage tank has a capacity corresponding to one-way fuel consumption among the total liquefied gas loading capacity. The front storage tank, the intermediate storage tank and the rear storage tank is characterized in that it is manufactured to have a remaining capacity of the total storage capacity of the liquefied gas except the capacity of the foremost storage tank.

Specifically, the foremost storage tank may be manufactured to have a capacity of 7,000m ³ to 10,000m ³ of the total liquefied gas loading capacity.

Specifically, the foremost storage tank may have an octagonal shape whose cross-sectional shape is optimized for a sloshing phenomenon.

Specifically, the foremost storage tank may be used for liquefied gas storage when transporting liquefied gas, and may also be used for propulsion fuel supply or cool down of a tank required for one-way operation after liquefied gas transport.

Specifically, each of the front storage tank, the intermediate storage tank and the rear storage tank may be manufactured in an octagonal shape in which the cross-sectional shape is optimized for a sloshing phenomenon.

Specifically, the front storage tank may be manufactured to have a capacity larger than that of the foremost storage tank and smaller than that of the intermediate storage tank or the rear storage tank.

Specifically, the vessel may be any one of LNGC, LPGC, Floating Storage Regasification Unit (FSRU), Floating Liquid Natural Gas Plant (FLNG), Floating Production Storage Offloading (FPSO).

According to another aspect of the present invention, a ship includes three storage tanks including a front storage tank, an intermediate storage tank, and a rear storage tank, which are sequentially installed at a predetermined distance from the bowline; An engine room provided at the stern side; And a fuel tank for storing fuel supplied to an engine of the engine room, wherein the fuel tank is disposed in a forward space of the three storage tanks forward to secure a space between the rear storage tank and the engine room. It is characterized by being installed.

Specifically, the three storage tanks, the total length is 43% to 60% of the length between the waterline, can be arranged to move forward at least 4% of the length between the waterline.

Specifically, the vessel may be any one of LNGC, LPGC, Floating Storage Regasification Unit (FSRU), Floating Liquid Natural Gas Plant (FLNG), Floating Production Storage Offloading (FPSO).

Ship according to another aspect of the present invention, the length is 10% to 20% of the length between the waterline, the front storage tank is installed at a predetermined distance away from the foreline; A rear storage tank having a length of 15% to 25% of the length of the waterline and installed at a predetermined distance from the stern waterline; And the length is 15% to 25% of the length between the repair, characterized in that three storage tanks are provided, including an intermediate storage tank installed between the front storage tank and the rear storage tank.

In detail, the front storage tank may be installed with a front end positioned at a position 10% to 25% of the length between the repairs in the bow repair.

Specifically, each of the three storage tanks, the height may be 11% to 15% of the length between the waterline.

In detail, the front storage tank has a volume ratio of 16% to 33.3%, and each of the intermediate storage tank and the rear storage tank has a volume ratio of 30% with respect to the total load capacity of the three storage tanks. To 45%.

Specifically, the length and volume ratio of the front storage tank is limited to 13% of the length between the waterline and 18% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are the lengths of the length between the waterline. 20% and 41% of the total loading capacity, and the height of each of the three storage tanks can be limited to 12.5% of the length between the waterline.

Specifically, the length and volume ratio of the front storage tank is limited to 17% of the length between the waterline and 26% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are the lengths of the length between the waterline. The height of each of the three storage tanks may be limited to 13.25% of the length between the waterline and limited to 17% and 37% of the total loading capacity.

Specifically, the length and volume ratio of the front storage tank is limited to 15% of the length between the waterline and 23% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are the lengths of the length between the waterline. The height of each of the three storage tanks can be limited to 13.85% of the length between the waterline and limited to 17% and 38.5% of the total loading capacity.

Specifically, the vessel may be any one of LNGC, LPGC, Floating Storage Regasification Unit (FSRU), Floating Liquid Natural Gas Plant (FLNG), Floating Production Storage Offloading (FPSO).

Ship according to an aspect of the present invention, the front storage tank which is installed at a predetermined distance away from the foreline; A rear storage tank installed at a predetermined distance from the stern water line; And three storage tanks including an intermediate storage tank installed between the front storage tank and the rear storage tank, wherein the three storage tanks have four storage tanks while maintaining the total liquefied gas loading capacity. It is characterized in that the BOR is reduced by reducing the total surface area by providing only the storage tank.

In detail, each of the three storage tanks may have the same length, height, and volume ratio.

In detail, each of the intermediate storage tank and the rear storage tank has the same length, height, and volume ratio, and the front storage tank has a shorter length and a smaller volume ratio than the intermediate storage tank and the rear storage tank, respectively. Can be.

Specifically, each of the three storage tanks, length, height, volume ratio may be different.

Specifically, the front storage tank may have a shape that narrows toward the bow.

In detail, the front storage tank may be installed with a front end positioned at a position 10% to 25% of the length between the repairs in the bow repair.

Specifically, the vessel may be any one of LNGC, LPGC, Floating Storage Regasification Unit (FSRU), Floating Liquid Natural Gas Plant (FLNG), Floating Production Storage Offloading (FPSO).

The vessel according to the present invention, compared to the existing vessels, the remaining liquefied gas in the remaining three storage tanks while miniaturizing the front storage tank to a capacity of 7,000m ³ to 10,000m ³ without changing the vessel size and the total gas capacity of liquefied gas By limiting the capacity to store the volume, the sloshing phenomenon can be further reduced and the BOR can be reduced by reducing the surface area to volume.

In addition, the ship according to the present invention can be produced in an octagonal shape in which the cross-sectional shape of the foremost storage tank installed on the bow side is optimized for the sloshing phenomenon, thereby preventing damage to the tank structure due to sloshing, preventing gas leakage and BOR. It can further reduce.

In addition, the ship according to the present invention, by manufacturing the foremost storage tank to have a capacity of 7,000m ³ to 10,000m ³ of one-way fuel consumption, when used for liquefied gas storage with other storage tanks when liquefied gas transportation, After liquefied gas transportation, it can be used not only for supplying the propulsion fuel required for one-way operation but also for cooling down the tank.

In addition, the vessel according to the present invention can reduce the total surface area of the storage tank by reducing the number of storage tanks without a significant change in the vessel size and the total liquefied gas loading capacity as compared to the existing vessel having four storage tanks. Can reduce the BOR and reduce the manufacturing cost of the storage tank.

In addition, the vessel according to the present invention can reduce the BOR compared to the existing vessel equipped with four storage tanks, so that no additional configuration (reliquefaction apparatus, GCU, other lines, etc.) for the BOG treatment is required or minimized This can reduce labor and construction costs.

In addition, the ship according to the present invention, by reducing the number of storage tanks compared to the existing vessels provided with four storage tanks, by increasing the height and reducing the overall length so that the total liquefied gas loading capacity of the storage tank is not changed In addition, the space utilization of the bow or stern may be increased.

In addition, the ship according to the present invention, by placing the front storage tank installed on the bow side closer to the center of the movement of the vessel compared to the case where the existing four storage tanks, it is possible to reduce the sloshing phenomenon of the front storage tank. .

In addition, the vessel according to the present invention, by installing a fuel tank by securing a free space between the engine room and the rear storage tank installed on the stern side, it is possible to simplify the fuel supply system, the air supply according to the fuel supply system construction And material cost can be reduced.

In addition, the ship according to the present invention, by installing a lower stool or inclined plate having a configuration suitable for stress distribution to be lower than the maximum allowable stress prescribed in the double bottom at the joint portion of the transverse bulkhead and the double bottom where the stress distribution is the highest, As the thickness of the double bottom can be reduced, the overall height of the vessel can be reduced, and the stability of the six-way movement of the vessel can be further secured by increasing the height of the storage tank so that the total amount of liquefied gas is not changed compared to the existing vessel. Can be.

1 is a side view for explaining a vessel according to the first embodiment.

FIG. 2 is a cross-sectional view taken along line AA ′ to describe the foremost storage tank of FIG. 1.

3 is a cross-sectional view taken along line B-B 'to explain storage tanks other than the foremost storage tank of FIG.

4 is a side view for explaining a vessel according to the first embodiment of the present invention.

5 is a cross-sectional view taken along the line CC ′ in order to explain the foremost storage tank of FIG. 4.

FIG. 6 is a cross-sectional view taken along line D-D ′ to explain storage tanks other than the foremost storage tank of FIG. 4.

7 is a side view for explaining a ship having three storage tanks according to a second embodiment of the present invention.

8 is a side view for explaining a ship having three storage tanks according to a third embodiment of the present invention.

FIG. 9 is a cross-sectional view taken along line AA ′ in order to describe the shape of the front storage tank of FIG. 7.

FIG. 10 is a cross-sectional view taken along line BB ′ in order to describe the shape of the front storage tank of FIG. 8.

FIG. 11 is an enlarged view of a portion 'C' to explain a coupling structure of the transverse bulkhead and the double bottom of FIG. 7 or 8.

FIG. 12 is an enlarged view for explaining an external shape of a corner portion of a storage tank located at a coupling portion of a transverse bulkhead and a double bottom in FIG. 11.

FIG. 13 is an enlarged view of a portion 'C' to explain another coupling structure of the transverse bulkhead and the double bottom of FIG. 7 or 8.

14 is a side view for explaining a ship having four storage tanks according to the second embodiment.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and the preferred embodiments associated with the accompanying drawings. In the present specification, in adding reference numerals to the components of each drawing, it should be noted that the same components as possible, even if displayed on different drawings have the same number as possible. In addition, in describing the present invention, if it is determined that the detailed description of the related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

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

Figure 4 is a side view for explaining the vessel according to the first embodiment of the present invention, Figure 5 is a cross-sectional view taken along the line C-C 'to explain the foremost storage tank of Figure 4, Figure 6 This is a cross-sectional view taken along the line D-D 'to explain storage tanks other than the foremost storage tank.

For reference, a vessel described below is a vessel including a storage tank for storing liquefied gas (also referred to as a cargo hold), and a commercial vessel for transporting cargo from a source to a destination, such as LNGC or LPGC. Offshore structures that float at specific points in a specific area, for example, floating storage regasification units (FSRUs) to store and vaporize liquefied gases, and floating liquid natural gas plants (FLNGs) to produce, store and unload liquefied gases. (FPSO), Floating Production Storage Offloading (FPSO), which purifies, stores, and unloads liquefied gas while floating at sea.

In addition, liquefied gas may be used as a meaning encompassing generally stored in a liquid state, such as LNG or LPG, ethylene, ammonia, and the like.

4 to 6, the ship 200 according to the first embodiment of the present invention, the front storage tank 210, the front storage tank 220, the intermediate storage tank 230, the rear storage tank And 240. Storage tanks 210, 220, 230, 240 installed in the vessel 200 may be of the NO 96 type, Mark III type as a membrane type, and may be an SPB type as a stand-alone type.

In this embodiment, the vessel 200 may be a vessel having no change in the vessel size and the total liquefied gas loading capacity compared to the existing vessel (not shown) from 60K class to 220K class where four storage tanks are installed. Preferably, the line width can be increased to ensure stability, and the drainage is maintained at the same level by reducing the square scale factor (Cb). In this embodiment, the vessel 200 is described as having a total amount of liquefied gas loading of 60K to 220K class, the present invention is not limited to this, the total amount of liquefied gas loading or less than 60K to 220K class ship Of course, it may include 200.

The frontmost storage tank 210 is installed on the bow 201 side, and manufactured to have a capacity corresponding to the one-way fuel consumption of the vessel 200 among the total liquefied gas loading capacity, for example, 7,000 m ³ to 10,000 m. It can be manufactured in miniaturization to have a capacity of ³ .

As shown in FIG. 5, the foremost storage tank 210 may be manufactured in an octagonal shape in which the cross-sectional shape is optimized for a sloshing phenomenon, preferably in a regular octagonal shape. This is because the foremost storage tank 210 is manufactured in a compact size with a capacity of 7,000m ³ to 10,000m ³ , unlike the cross-sectional shape of the existing foremost storage tank 110 shown in FIG. Can be free from characteristics.

In this embodiment, limiting the capacity of the foremost storage tank 210 to 7,000 m ³ to 10,000 m ³ is to take into account the one-way fuel consumption of the vessel 200 in the general route, thereby liquefying the foremost storage tank 210 When transporting gas, it can be used for storing liquefied gas together with other storage tanks (220, 230, 240), and as a fuel supply for propulsion fuel required for one-way operation after liquefied gas transportation, as well as for cooling down the tank. Can also be used as. When the foremost storage tank 210 is used for propulsion fuel supply, sloshing may occur excessively due to the reduction of liquefied gas inside according to fuel consumption, but the sloshing phenomenon is small because it is manufactured in a shape optimized for sloshing. The load by the sheath is not large enough to damage the tank structure.

The front storage tank 220, the intermediate storage tank 230 and the rear storage tank 240 may be sequentially installed from the foremost storage tank 210 to the stern portion 202, and may be stored at the forefront in the total liquefied gas loading capacity. Except for the capacity of the tank 210 may be produced in a capacity to store the remaining liquefied gas.

Each of the front storage tank 220, the intermediate storage tank 230, and the rear storage tank 240 may be manufactured in an octagonal shape in which a cross-sectional shape is optimized for a sloshing phenomenon.

In addition, each of the front storage tank 220, the intermediate storage tank 230 and the rear storage tank 240 may be manufactured to have the same capacity, but the front storage tank 220 is the intermediate storage tank 230 or the rear Since it is installed closer to the bow portion 201 side than the storage tank 240, it may be desirable to have a small capacity to reduce the sloshing phenomenon. The front storage tank 220 is of course manufactured to have a larger capacity than the foremost storage tank 210.

In order to help the understanding of the present embodiment, a case of the 175K class ship 200 will be described as an example.

In the 175K class ship 200, the foremost storage tank 210 has a capacity of 7,000m ³ , the front storage tank 220 has a capacity of 54,000m ³ , and the intermediate storage tank 230 has a capacity of 57,000m ³ . Has a rear storage tank 240 can be manufactured to have a capacity of 57,000m ³ .

The vessel 200 needs to store 70% or more of the liquefied gas in all storage tanks 210, 220, 230, and 240 (the sloshing phenomenon is increased within the range of 10% to 70%) during liquefied gas transportation. The flight will take place. In general, when unloading the liquefied gas at the demand, it is left in the storage tank to less than 10% for use as a propulsion fuel supply or a cool-down of the tank, in this embodiment, the frontmost storage tank 210 Liquefied gas only to provide fuel for one-way operation or cool down the tank.

The liquefied gas of the foremost storage tank 210 is reduced as it is used as a propulsion fuel, so that sloshing may occur excessively, but as described above, since it is manufactured in a compact and optimized shape for sloshing, The load caused is not so large as to damage the tank structure.

FIG. 7 is a side view illustrating a vessel having three storage tanks according to the first embodiment of the present invention, and FIG. 8 illustrates a vessel having three storage tanks according to the second embodiment of the present invention. 9 is a cross-sectional view taken along line A-A 'to illustrate the shape of the front storage tank of FIG. 7, and FIG. 10 is a cross-sectional view taken along the line B-B' to explain the shape of the front storage tank of FIG. 8. FIG. 11 is a cross-sectional view taken along a line, and FIG. 11 is an enlarged view of part 'C' to explain the coupling structure of the transverse bulkhead and the double bottom of FIG. 1 or 8, and FIG. It is an enlarged view for explaining the external shape of the corner part of the storage tank located in the part, and FIG. 13 is an enlarged view of the 'C' part to explain another coupling structure of the transverse bulkhead and double bottom of FIG. 7 or 8. .

For reference, the vessel described below is a vessel including a storage tank for storing liquefied gas (also referred to as 'cargo'), a commercial vessel for transporting cargo from the origin to the destination, for example, in addition to LNGC, LPGC Offshore structures that float at specific points in a specific area, for example, floating storage regasification units (FSRUs) to store and vaporize liquefied gases, and floating liquid natural gas plants (FLNGs) to produce, store and unload liquefied gases. (FPSO), Floating Production Storage Offloading (FPSO), which purifies, stores, and unloads liquefied gas while floating at sea.

In addition, liquefied gas may be used as a meaning encompassing generally stored in a liquid state, such as LNG or LPG, ethylene, ammonia, and the like.

As shown in Fig. 12 to 7 to 12, the ship 300 according to the first or second embodiment of the present invention, 60K class to 220K class, the storage tank unit 310, the engine room 320 The fuel tank 330, the transverse bulkhead 340, the lower stool 350, the double bottom 360, and the steel structure 370 may be configured. Hereinafter, in the terms 'vertical section', 'cross-section', 'vertical', 'lateral', 'long' refers to the longitudinal direction of the vessel 300, and 'lateral' refers to the width direction of the vessel 300. .

In this embodiment, the vessel 300 is described as having a total liquefied gas loading capacity of 60K class to 220K class, the present invention is not limited to this, but the total liquefied gas loading capacity of the 60K class or less than 220K class range or more ship Of course, it may include 300.

Ship 300 of the present embodiment, four storage tanks (410, 420, 430, 440) is installed three storage tanks (310a, 310b, 310c) of the same or similar to the existing vessel 400 is installed While reducing the total surface area of the tank by reducing the number of tanks by one, the total storage capacity of the liquefied gas can be the same or similar to the existing vessel 400, the BOR can be reduced, the front storage tank 310a Is positioned to be spaced rearward from the foreline FP as possible to further reduce the sloshing phenomenon. In addition, the ship 300 of the present embodiment can increase the line width to ensure stability, such as six-way movement of the vessel compared to the existing vessel 400, the drainage can be maintained at the same level by reducing the square scale factor (Cb).

On the other hand, in ships, when the total amount of liquefied gas is the same and the number and size of the storage tanks are different, the smaller the number of storage tanks, the lower the BOR by reducing the total surface area of the tank, but relatively Due to the large size, the sloshing phenomenon is increased. Accordingly, the present invention has been optimized by providing four storage tanks 410, 420, 430, and 440. However, in the present embodiment to be described below, three storage tanks 310a, 310b, and 310c are provided. It provides a more advanced ship 300. In addition, in the case of a ship having two storage tanks, the BOR can be reduced compared to the three storage tanks 310a, 310b, and 310c of the present embodiment, but the size of each storage tank becomes too large, thereby causing sloshing problems. It is not possible to solve the problem of sloshing by installing a sloshing reducing device to some extent, but considering the cost aspect, it is difficult to commercialize due to its low competitiveness.

Storage tank 310 may be composed of three consisting of the front storage tank (310a), the intermediate storage tank (310b), the rear storage tank (310c).

Each of the three storage tanks 310a, 310b, and 310c may be a Mark III type or a Mark V type as well as a NO 96 type when the membrane type, and an SPB type when the standalone type is used. In the case of Mark III type, which will be described below as an example, each of the three storage tanks 310a, 310b, and 310c may include a primary barrier 311, a primary insulation wall 312, a secondary barrier 313, and a secondary It may be made of a heat insulating system consisting of a heat insulating wall (314).

The primary barrier 311 is installed to be in direct contact with the liquefied gas, and may be made of a stainless steel corrugation barrier or a corrugated corrugated barrier.

The primary heat insulation wall 312 may be installed between the primary barrier 311 and the secondary barrier 313, and may be provided by shock from the outside or liquefied gas sloshing from the inside while blocking heat intrusion from the outside. In order to withstand the impact due to, the primary insulation panel 312a formed of polyurethane foam, and the primary plywood 312b installed between the primary barrier 311 and the primary insulation panel 312a Can be.

The secondary barrier 313 may be installed between the primary insulation wall 312 and the secondary insulation wall 314, and may be made of a triplex composite material in which glass fiber is attached to aluminum gold foil.

The secondary insulation wall 314 may be installed between the secondary barrier 313 and the hull, and may withstand the impact from the outside or the liquefied gas sloshing from the inside while blocking heat intrusion from the outside. The secondary insulation panel 314b formed of polyurethane foam and the secondary plywood 314a installed between the secondary insulation panel 314b and the hull may be included.

Configuration of each of the three storage tanks (310a, 310b, 310c) may correspond to the basic configuration of Mark III type, not limited to this configuration in the present embodiment, and includes other configurations that are generally applied Of course you can.

Each of the three storage tanks 310a, 310b, 310c constituted of the primary barrier 311, the primary insulation wall 312, the secondary barrier 313, and the secondary insulation wall 314 is a design rule. In general, the total thickness T of each of the storage tanks 310a, 310b, and 310c is about 400 mm, and the thickness T1 of the secondary insulation wall 314 is the total thickness ( Account for 60% to 80% of T). In this embodiment, as shown in Figure 12, the outer shape of the corner portion of each of the storage tanks 310a, 310b, 310c located in the coupling portion of the transverse bulkhead 340 and the double bottom 360, that is, for stress dispersion The outer shape of each of the corner lines 315 of the storage tanks 310a, 310b, and 310c meeting with the lower stool 350, which will be described later, is installed in an oblique form.

The diagonal corner line 315 facilitates the installation of the lower stool 350 to be described later, while stress concentration phenomenon caused by various loads generated at the corner portion where the transverse bulkhead 340 and the double bottom 360 meet. To prevent it. The corner line 315 may be manufactured by removing a part of the secondary heat insulating wall 314. At this time, the more the secondary heat insulating wall 314 is removed, the thinner the heat insulating thickness is, thus, the storage tanks 310a, 310b, and 310c. The heat dissipation capacity of the lower stool 350 may be reduced as the size of the lower stool 350 is reduced, and the stress dissipation capacity may be lowered. It may be manufactured in the form of an oblique line having an inclination angle and an oblique line size.

Hereinafter, the length, height, and volume ratio of each of the front storage tank 310a, the intermediate storage tank 310b, and the rear storage tank 310c of the storage tank 310 will be described in detail.

The front storage tank 310a may be installed in the hull on the side of the bow portion 301, and the length between the repairs (LB) is a horizontal distance between the fore perpendicular (FP) and the after perpendicular (AP). Limited to 10% to 20%, preferably 13% to 17%, and height limited to 11% to 15% of the interline length (LBP), preferably 12.5% to 13.5% The volume ratio of the total storage capacity of each of the three storage tanks 310a, 310b, and 310c combined may be limited to 16% to 33.3%, preferably 18% to 26%. Can be. The volume ratio of the front storage tank 310a is preferably smaller than the volume ratio of each of the intermediate and rear storage tanks 310b and 310c, which will be described later, so as to be affected by sloshing as much as possible. Here, the numerical values of the length, height, and volume ratio limiting the front storage tank 310a may be correlated with the length, height, and volume ratio of each of the intermediate storage tank 310b to be described later and the rear storage tank 310c to be described later. Say.

In addition, the front storage tank 310a may be installed spaced apart from the foreline FP by a predetermined distance, where the shear is positioned at a position 10% to 25% rearward of the length LBP between the foreline FP. Be sure to

In this way, limiting the installation position of the front storage tank 310a to the position of 10% to 25% of the length between the waterline length LBP is in consideration of the driven fluctuations such as pitching and trimming in the vessel 300.

Specifically, in the existing vessel 400, the front end of the front storage tank 410 is positioned around 8% of the length LBP. In the present embodiment, the critical significance of the 10% lower limit is to increase the total center of gravity of the tank back to 10% from the existing 8%, and the stern trim that the stern portion 302 side of the hull sinks occurs. The propeller is well submerged in the sea, which reduces the chance of cavitation in the propeller as well as reduces propeller protection and resistance.

In addition, in the present embodiment, the critical significance of the upper limit of 25%, if more than 25%, the bow portion 301 side of the hull is lifted, the effect of reducing the harmonic resistance by the bulbous athlete can be reduced while the bulbous athlete is not locked well. Because there is.

In the embodiment of the present invention, the front storage tank (310a) of the front storage tank (310a) by placing the front end of the front storage tank (310a) in the position 10% to 25% of the rear line length (LBP) in the waterline (FP). Compared to the front storage tank 410 of the vessel 400, due to the pitching movement of the hull, which is a point where the effect of sloshing is greatly generated, the acceleration point of the liquefied gas stored in the front storage tank 310a, that is, the resonance (Resonance) You can avoid this point.

The intermediate storage tank 310b may be installed on the hull between the front storage tank 310a and the rear storage tank 310c to be described later, and the length is limited to 15% to 25% of the length LBP. It may be limited to 17% to 20%, the height may be limited to 11% to 15% of the length between the water line (LBP), preferably 12.5% to 13.85%, three storage tanks 310a 310b, 310c) The volume ratio to the total loading capacity of the combined doses may be limited to 30% to 45%, preferably 37% to 41%.

The rear storage tank 310c may be installed adjacent to the engine room 320 to be described later and spaced apart from the stern waterline AP by a predetermined distance, and the length is limited to 15% to 25% of the length LBP. Preferably, it may be limited to 17% to 20%, the height may be limited to 11% to 15% of the length between the waterline (LBP), preferably 12.5% to 13.85%, three storage tanks (310a, 310b, 310c) The volume ratio to the total loading capacity of the combined doses may be limited to 30% to 45%, preferably 37% to 41%.

Of course, each of the three storage tanks 310a, 310b, and 310c may have the same length, height, and volume ratio.

In this embodiment, three storage tanks 310a, 310b, 310c are provided by appropriately combining the values of the length, height, and volume ratio applied to each of the front, middle, and rear storage tanks 310a, 310b, and 310c. The ship 300 may be built, and for the sake of understanding, the following three cases will be described as an example. However, the present embodiment is not limited thereto.

The vessel 300 of the first case limits the length and volume ratio of the front storage tank 310a to 13% of the length between the waterline LBP and 18% of the total load capacity, and the intermediate and rear storage tanks 310b and 310c. Limit the length and volume ratio of each to 20% of the interline length (LBP) and 41% of the total load capacity, and set the height of each of the front, middle and rear storage tanks 310a, 310b, 310c to the interline length (LBP). Can be dried to 12.5% of the limit.

The vessel 300 in the second case limits the length and volume ratio of the front storage tank 310a to 17% of the length of the waterline LBP and 26% of the total load capacity, and the intermediate and rear storage tanks 310b and 310c. Each length and volume ratio is limited to 17% of the interline length (LBP) and 37% of the total load capacity, and the height of each of the front, middle and rear storage tanks 310a, 310b, 310c is defined as the interline length (LBP). It can be dried to a limit of 13.25%.

In the third case, the ship 300 limits the length and volume ratio of the front storage tank 310a to 15% of the length between the waterline LBP and 23% of the total load capacity, and the intermediate and rear storage tanks 310b and 310c. Limit the length and volume ratio of each to 17% of the interline length (LBP) and 38.5% of total load capacity, and set the height of each of the front, middle and rear storage tanks 310a, 310b, 310c to the interline length (LBP). It can be dried to a limit of 13.85%.

The three storage tanks 310a, 310b, and 310c according to the present embodiment are manufactured such that the total liquefied gas loading capacity is the same as or similar to that of the existing four storage tanks 410, 420, 430, and 440. Three storages according to the present embodiment in contrast to the total length occupied by the storage tanks 410, 420, 430, and 440 is 64% (13% + 17% + 17% + 17%) of the length between the water lines (LBP). The total length occupied by the tanks 310a, 310b, and 310c is manufactured to be reduced.

For example, the total length occupied by the three storage tanks 310a, 310b, 310c in the vessel 300 of the first case is 53% (13% + 20% + 20%) of the length between the water lines (LBP). In the second case, the total length occupied by the three storage tanks 310a, 310b, and 310c in the vessel 300 is 51% (17% + 17% + 17%) of the length between the waterline (LBP). In the third case, the total length occupied by the three storage tanks 310a, 310b and 310c in the ship 300 is 49% (15% + 17% + 17%) of the length LBP.

That is, the total length occupied by the three storage tanks 310a, 310b, and 310c of the present embodiment is reduced by about 11% to 15% of the length LBP between the existing vessels and the vessel 300 of the present embodiment. This means that the space utilization of the bow portion 301 or the stern portion 302 may be increased in preparation for the vessel 400.

Specifically, as shown in Figure 7, three storage tanks (310a, 310b, 310c) can be arranged from the engine room 320 to be described later, such as the existing vessel 400, in this case the bow portion 301 side In the space between the front storage tank 310a and the fuel tank 330 to be described later it is possible to secure a free space (S) corresponding to 11% to 15% of the length LBP. Such free space (S) can be usefully used for the layout design of various equipment installed in the vessel (300).

At this time, as shown in Figure 9, the front storage tank (310a), as far as possible from the waterline (FP), that is, as close to the center of motion of the ship can be less affected or free from the characteristics of the streamlined ship, Like the cross-sectional shape of each of the intermediate storage tank 310b and the rear storage tank 310c, a shape suitable for ensuring the stability of the tank from various loads, including the load caused by the slewing phenomenon of the liquefied gas, that is, the inner shape and the outer portion at the corner portion The shapes form polygons (eg, octagons) that form obtuse angles rather than right angles.

In addition, as shown in Figure 8, the front storage tank 310a of the three storage tanks (310a, 310b, 310c) can be arranged like the front storage tank 410 of the existing vessel 400, in this case On the stern 302 side, a clearance S corresponding to 11% to 15% of the length LBP between the rear storage tank 310c and the engine room 320 to be described later may be secured. This free space (S) can be utilized as a space to install the fuel tank 330 to be described later, unlike the existing vessel 400.

At this time, as shown in Figure 10, the front storage tank (310a) is disposed close to the foreline (FP) can be affected by the characteristics of the streamlined ship much to form a shape that narrows toward the bow. The cross-sectional shape of each of the intermediate storage tank 310b and the rear storage tank 310c other than the front storage tank 310a is designed to ensure the stability of the tank from various loads, including the load caused by the sloshing phenomenon of the liquefied gas. Like the cross-sectional shape shown in Fig. 9, at the corners, the inner and outer shapes form obtuse polygons (eg, octagons) rather than right angles.

However, as described above, the total length occupied by the three storage tanks 310a, 310b, 310c of the ship 300 according to the present embodiment is four storage tanks 410, 420, 430, 440 of the existing vessel 400. In this embodiment, it is possible to solve the problem that the total liquefied gas loading capacity may not be the same or similar as the total length occupied by) increases. At this time, the height of the hull as the center of gravity of the hull rises (rolling) stability of the ship is lowered, of course, should be determined within a range that does not lose the stability of the ship's roll.

For example, the vessel 300 of the first case described above limits the height of each of the front, middle and rear storage tanks 310a, 310b, and 310c to 12.5% of the length of the waterline LBP, The vessel 300 limits the height of each of the front, middle and rear storage tanks 310a, 310b, 310c to 13.25% of the length of the waterline LBP, and the vessel 300 of the third case is the front, middle and The height of each of the rear storage tanks 310a, 310b, and 310c is limited to 13.85% of the length LBP.

In the present embodiment, as described above, the height of each of the front, middle and rear storage tanks (310a, 310b, 310c) is higher than the conventional one in consideration of the transverse stability, will be described later by the installation of the lower stool 350 to be described later By reducing the height of the double bottom 360, it is possible to further improve the lateral shake stability.

The engine room 320 may be provided with various equipment such as an engine, a switchboard, and the like to transmit and control power to the propulsion device, and may be provided at the stern portion 302.

The fuel tank 330 may store fuel supplied to an engine or the like installed in the engine room 320. Such a fuel tank 330 may be provided on the bow portion 301 side, as shown in FIG. In addition, as shown in FIG. 8, when the fuel tank 330 is provided with a clearance S between the engine compartment 320 and the rear storage tank 310c of the stern portion 302 side, the clearance is provided. It can be installed in (S). As such, since the fuel tank 330 is disposed close to the engine room 320, the fuel supply system may be simplified. In addition, as the fuel tank 330 is disposed near the engine room 320, a new free space S1 is formed on the side of the bow portion 301, and the new free space S1 is various equipment installed in the ship 300. This can be useful for the layout design of

In the above, the existing four storage tanks (410, 420, 430, 440) is installed so that the fuel tank 330 can be installed in the free space (S) provided between the engine room 320 and the rear storage tank (310c) If the total length occupies 64% of the length between the repair lines, the total length occupied by the three storage tanks 310a, 310b, and 310c according to the present embodiment is 43% to 60% of the length between repairs, In other words, it is desirable to design at 64% shorter than the existing 64%. In this way, the total length occupied by the three storage tanks 310a, 310b, and 310c is 43% to 60% of the length of the waterline, so that at least 4% of the length of the waterline (LBP) is moved forward. In this case, a clearance S corresponding to at least 4% of the length LBP between the engine compartment 320 and the rear storage tank 310c may be provided.

The transverse bulkhead 340 is disposed between each of the three storage tanks 310a, 310b, 310c so as to partition the installation space of each of the three storage tanks 310a, 310b, 310c while supporting the lateral strength of the ship 300. In one side and the other side is connected to the port side hull 303 and the starboard side hull 304, the lower surface to the inner bottom plate 361 of the double bottom 360 to be described later by the lower stool 350 to be described later It may be connected to be installed in the transverse direction of the hull, and may form an outer wall (front and rear side walls) of each of the three storage tanks (310a, 310b, 310c). The transverse bulkhead 340 may be supported by the lower stool 350 to be described later, and the load is transmitted to the double bottom 360 to be described later through the lower stool 350.

The lower stool 350 may be installed to support the transverse bulkhead 340 so that the transverse bulkhead 340 is coupled to the inner bottom plate 361 of the double bottom 360 to be described later, and the three storage tanks 310a and 310b. , 310c) may be located between each corner line 315.

The lower stool 350 supports the transverse bulkhead 340 and transmits the load of the transverse bulkhead 340 to the double bottom 360 which will be described later, wherein the load of the transverse bulkhead 340 is lower than the lower stool 350. It will be delivered to both sides of intensively.

In this embodiment, the lower stool 350 is stressed so as to be lower than the maximum allowable stress defined in the double bottom 360 at the joint portion of the transverse bulkhead 340 having the highest stress distribution and the double bottom 360 to be described later. It can be configured to be suitable for dispersion. The lower stool 350, so as to reduce the spacing (D1) of the double bottom 360 to be described later, according to this embodiment reduced one from the existing four storage tanks (410, 420, 430, 440) The possibility of installing the three storage tanks (310a, 310b, 310c) can be further improved.

Specifically, the lower stool 350 is installed on the inner bottom plate 361 in an oblique diagonally opposite shape to correspond to the diagonal line 315 in three storage tanks 310a, 310b, and 310c, respectively. It may be composed of a pair of side plates 351 and a top plate 352 installed on the pair of side plates 351 to support the transverse bulkhead 340. The lower stool 350 may have a trapezoidal longitudinal cross-sectional shape, and may have a trapezoidal shape such that the stress distribution is uniform on both sides of the pair of side plates 351.

Since the pair of side plates 351 are not formed vertically with respect to the double bottom 360 to be described later, but are formed in an oblique shape, the stress to the double bottom 360 due to the load of the transverse bulkhead 340 is vertical. It can be distributed widely in the diagonal direction without being concentrated in the direction.

Meanwhile, the inclined plate 380 may be installed to obtain the same effect as the lower stool 350, which will be described with reference to FIG. 13.

FIG. 13 is an enlarged view of a portion 'C' to explain another coupling structure of the transverse bulkhead and the double bottom of FIG. 7 or 8.

As shown in FIG. 13, the inclined plate 380 may be installed to support a portion of the transverse bulkhead 340 and to be connected to the inner bottom plate 361 of the double bottom 360 to be described later, and the three storage tanks 310a. It is positioned between the corner lines 315 of the 310b, 310c can be manufactured to correspond to the shape of the corner line 315.

The inclined plate 380 may be installed to be lower than the maximum allowable stress defined in the inner bottom plate 361 at the vertical connection portion of the transverse bulkhead 340 having the highest stress distribution and the inner bottom plate 361 to be described later. .

Specifically, the inclined plate 380 is not formed horizontally with respect to the transverse bulkhead 340 or perpendicular to the inner bottom plate 361 to be described later, but in an oblique form, that is, the transverse bulkhead 340 to be described later. The inner bottom plate 361 may be inclined at a vertical connection portion, whereby the stress on the inner bottom plate 361 due to the load of the transverse bulkhead 340 may be widely distributed in the diagonal direction without being concentrated in the vertical direction. .

The inclined plate 380 may further include a first reinforcing member 381 and a second reinforcing member 382 in order to reinforce rigidity at a point of contact with the horizontal partition wall 340 or the inner bottom plate 361.

The first reinforcing member 381 is a member for reinforcing a portion where the inclined plate 380 and the transverse bulkhead 340 abut, and is inward of the transverse bulkhead 340 at a point where the inclined plate 380 abuts the transverse bulkhead 340. It may be installed to extend horizontally.

The second reinforcing member 382 is a member for reinforcing a portion where the inclined plate 380 and the inner bottom plate 361 abut, and is inward of the inner bottom plate 361 at a point where the inclined plate 380 abuts on the inner bottom plate 361. It can be installed extending vertically.

The double bottom 360 may serve as an outer wall (bottom) of each of the three storage tanks 310a, 310b, and 310c, and may be a hull forming the bottom of the vessel 300, and the three storage tanks 310a, 310b, and 310c may be used. ), The inner bottom plate 361 supporting the transverse bulkhead 340, and the bottom bottom plate 362 forming the outside of the hull. Inside the double bottom 360, the steel structure 370 supporting the longitudinal strength or the lateral strength of the vessel 300 together with the double bottom 360 may be installed.

This double bottom 360 is designed to withstand a defined maximum allowable stress, for example 185 Mpa. As the stress distribution applied to the double bottom 360 is highest in the portion that is coupled with the transverse bulkhead 340 and low in other portions, the double bottom 360 is the portion that is coupled with the transverse bulkhead 340. Designed to withstand the maximum allowable stress at

In the present embodiment, the lower stool 350 or as described above may be lowered to the maximum allowable stress defined in the double bottom 360 at the joint portion of the transverse bulkhead 340 and the double bottom 360 having the highest stress distribution. By configuring the inclined plate 380 to be suitable for stress distribution, it is possible to reduce the distance D between the inner bottom plate 361 and the bottom bottom plate 362 in response to the lowering stress. For example, in the vessel 300 of the present embodiment provided with the lower stool 350 or the inclined plate 380 and the existing vessel 400 without the lower stool 350 or the inclined plate 380, the existing vessel If the double bottom spacing of (400) is 3200mm, the spacing (D) between the inner bottom plate 361 and the bottom bottom plate 362 of the present embodiment can be produced from 2000mm to 2800mm reduced from the existing 3200mm to 400mm to 1200mm range. . As such, since the distance D1 of the double bottom 360 can be reduced, the height of the hull of the ship 300 can be reduced, and the height of the three storage tanks 310a, 310b, and 310c can be increased. The clearance height can be secured, making it possible to secure the stability of the ship.

The steel structure 370 may be installed between the inner bottom plate 361 and the bottom bottom plate 362 of the double bottom 360, and a plurality of girder plates 371 supporting the longitudinal strength of the ship 300. It may be composed of a plurality of floors 372 for supporting the lateral strength of the vessel (300). The girder plate 371 may be provided with a plurality of reinforcing members 373 for reinforcing the girder plate 371, and although not shown in the drawings, a plurality of reinforcing members for reinforcing the floor 372 in the floor 372. Can be installed.

Thus, the present embodiment, compared to the existing vessel 100, the size of the foremost storage tank 210 is reduced to the capacity of 7,000m ³ to 10,000m ³ without changing the vessel size and the total capacity of the liquefied gas while the remaining three By limiting the capacity to store the remaining liquefied gas in the storage tanks 220, 230, 240, the sloshing phenomenon can be further reduced, and the BOR can be reduced by reducing the surface area to volume.

In addition, the present embodiment can be produced in an octagonal shape in which the cross-sectional shape of the foremost storage tank 210 installed on the bow portion 201 side is optimized for the sloshing phenomenon, thereby preventing damage to the tank structure due to sloshing and gas leakage. Prevention and BOR can be further reduced.

In addition, the present embodiment, by manufacturing the foremost storage tank 210 to have a capacity of 7,000m ³ to 10,000m ³ of one-way fuel consumption, along with other storage tanks 220, 230, 240 when liquefied gas transportation It can be used for the storage of liquefied gas, and to supply the fuel for propulsion needed for one-way operation after liquefied gas transportation, as well as to cool down the tank.

In addition, the present embodiment, compared to the existing vessel 400 is provided with four storage tanks (410, 420, 430, 440) storage tanks 310a, 310b without a large change in the vessel size and the total gas loading capacity By reducing the number of, 310c, the total surface area of the storage tanks 310a, 310b, 310c can be reduced, so that the BOR can be reduced, and the manufacturing cost of the storage tanks 310a, 310b, 310c can be reduced. .

In addition, the present embodiment can reduce the BOR as compared to the existing vessel 400 is provided with four storage tanks (410, 420, 430, 440), further configuration for BOG treatment (reliquefaction apparatus, GCU, other lines, etc.) can be eliminated or minimized, resulting in reduced labor and deployment costs.

In addition, the present embodiment, the number of storage tanks 310a, 310b, 310c compared to the existing vessel 400 is provided with four storage tanks (410, 420, 430, 440), storage tank 310a By increasing the height and decreasing the total length so that the total amount of the liquefied gas, 310b, 310c does not change, the space utilization of the bow portion 301 or the stern portion 302 can be increased.

In addition, the present embodiment, the front storage tank 310a installed on the bow portion 301 side is arranged closer to the movement center of the ship compared to the case where the existing four storage tanks (410, 420, 430, 440) is installed As a result, the sloshing phenomenon of the front storage tank 310a can be reduced.

In addition, the present embodiment, by supplying a fuel tank 330 by securing a free space (S) between the engine room 320 and the rear storage tank 310c installed on the stern portion 302 side, the fuel supply system This can simplify the cost and reduce the man-hour and material costs associated with building the fuel supply system.

In addition, the present embodiment has a configuration suitable for stress distribution so as to be lower than the maximum allowable stress prescribed in the double bottom 360 at the joint portion of the transverse bulkhead 340 and the double bottom 360, the stress distribution is the highest. By installing the lower stool 350 or the inclined plate 380, it is possible to reduce the thickness of the double bottom 360 to reduce the overall height of the vessel, so that the total liquefied gas loading capacity compared to the existing vessel 400 is not changed. By increasing the height of the storage tank (310a, 310b, 310c) it is possible to further ensure the stability of the six-way movement of the ship.

The present invention has been described above with reference to the embodiments of the present invention. However, the present invention is only an example, and is not intended to limit the present invention. Those skilled in the art will not depart from the essential technical details of the present embodiment. It will be appreciated that various combinations or modifications and applications which are not exemplified in the embodiments are possible in scope. Therefore, technical matters related to modifications and applications easily derivable from the embodiments of the present invention should be interpreted as being included in the present invention.

Claims (21)

1. In a ship having a foremost storage tank, a front storage tank, an intermediate storage tank, a rear storage tank,

   The foremost storage tank is manufactured to have a capacity corresponding to the one-way fuel consumption among the total liquefied gas loading capacity,

   The front storage tank, the intermediate storage tank and the rear storage tank is a ship characterized in that it has a remaining capacity of the total storage capacity of the liquefied gas except for the capacity of the foremost storage tank.
2. According to claim 1, wherein the foremost storage tank,

   Ship characterized in that it is manufactured to have a capacity of 7,000m ³ to 10,000m ³ of the total liquefied gas loading capacity.
3. According to claim 1, wherein the foremost storage tank,

   A ship characterized in that the cross-sectional shape is an octagonal shape that is optimized for sloshing phenomenon.
4. According to claim 1, wherein the foremost storage tank,

   When transporting liquefied gas, it is used for liquefied gas storage.

   After liquefied gas transportation, it is also used as a propulsion fuel supply required for one-way operation or as a cool-down of a tank.
5. The method of claim 1, wherein the front storage tank, the intermediate storage tank and the rear storage tank, respectively,

   Vessel characterized in that the cross-sectional shape is manufactured in an octagonal shape that is optimized for the sloshing phenomenon.
6. The method of claim 1, wherein the front storage tank,

   A ship, characterized in that it is made larger than the foremost storage tank and has a smaller capacity than the intermediate storage tank or the rear storage tank.
7. Three storage tanks including a front storage tank, an intermediate storage tank, and a rear storage tank sequentially installed at a predetermined distance from the foreline repair;

   An engine room provided at the stern side; And

   A fuel tank storing fuel supplied to an engine of the engine room,

   The fuel tank,

   The ship is characterized in that the three storage tanks are disposed to move forward to be installed in a free space secured between the rear storage tank and the engine room.
8. The method of claim 7, wherein the three storage tanks,

   Total length is 43% to 60% of the length between repairs,

   Ship forward moving at least 4% of the length between said waterways.
9. A front storage tank having a length of 10% to 20% of the length between repairs and a predetermined distance away from the bow repair;

   A rear storage tank having a length of 15% to 25% of the length of the waterline and installed at a predetermined distance from the stern waterline; And

   15% to 25% of the length between the waterline, the ship characterized in that three storage tanks are provided, including an intermediate storage tank installed between the front storage tank and the rear storage tank.
10. The method of claim 9, wherein the front storage tank,

    The ship, characterized in that the front end is installed in a position 10% to 25% rear of the length between the repair line.
11. The method of claim 9, wherein each of the three storage tanks,

    A ship, characterized in that the height is 11% to 15% of the length between the waterline.
12. The method of claim 9,

    Regarding the total loading capacity of the combined capacity of each of the three storage tanks,

    The front storage tank has a volume ratio of 16% to 33.3%,

    The intermediate storage tank and the rear storage tank each, characterized in that the volume ratio of 30% to 45%.
13. The method of claim 9,

    The length and volume ratio of the front storage tank are limited to 13% of the length between the waterline and 18% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are 20% of the length between the waterline, and And a height of each of the three storage tanks is limited to 12.5% of the length of the waterline.
14. The method of claim 9,

    The length and volume ratio of the front storage tank are limited to 17% of the length between the waterline and 26% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are respectively 17% of the length between the waterline and And a height of each of the three storage tanks is limited to 13.25% of the length of the waterline and limited to 37% of the total load capacity.
15. The method of claim 9,

    The length and volume ratio of the front storage tank are limited to 15% of the length between the waterline and 23% of the total load capacity, and the length and volume ratio of each of the intermediate storage tank and the rear storage tank are 17% of the length between the waterline, and And 38.5% of the total load capacity and limiting the height of each of the three storage tanks to 13.85% of the length of the waterline.
16. A front storage tank installed at a predetermined distance away from the foreline repair;

    A rear storage tank installed at a predetermined distance from the stern water line; And

    Three storage tanks are provided, including an intermediate storage tank installed between the front storage tank and the rear storage tank.

    The vessel characterized in that the BOR is reduced by reducing the total surface area by providing only the three storage tanks while maintaining the total liquefied gas loading capacity compared to the conventional vessel having four storage tanks.
17. The method of claim 16, wherein each of the three storage tanks,

    A ship characterized by the same length, height and volume ratio.
18. The method of claim 16, wherein each of the intermediate storage tank and the rear storage tank,

    The same length, height, volume ratio,

    The front storage tank,

    In contrast to the intermediate storage tank and the rear storage tank, the ship characterized in that the length is short and the volume ratio is small.
19. The method of claim 16, wherein each of the three storage tanks,

    A ship characterized by different lengths, heights, and volume ratios.
20. The method of claim 16, wherein the front storage tank,

    The ship, characterized in that the shear is installed installed in the position 10% to 25% of the rear line in the waterline.
21. 17. The vessel of any one of claims 1, 7, 9, 16, wherein

    Ships characterized in that any one of LNGC, LPGC, Floating Storage Regasification Unit (FSRU), Floating Liquid Natural Gas plant (FLNG), Floating Production Storage Offloading (FPSO).

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