WO2018070239A1 - Récipient de transport de gaz liquéfié - Google Patents

Récipient de transport de gaz liquéfié Download PDF

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Publication number
WO2018070239A1
WO2018070239A1 PCT/JP2017/034844 JP2017034844W WO2018070239A1 WO 2018070239 A1 WO2018070239 A1 WO 2018070239A1 JP 2017034844 W JP2017034844 W JP 2017034844W WO 2018070239 A1 WO2018070239 A1 WO 2018070239A1
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WO
WIPO (PCT)
Prior art keywords
liquefied gas
tank
ship
ballast
cargo
Prior art date
Application number
PCT/JP2017/034844
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English (en)
Japanese (ja)
Inventor
鈴木　宏始
Original Assignee
三井造船株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三井造船株式会社 filed Critical 三井造船株式会社
Priority to CN201780062462.8A priority Critical patent/CN109863080B/zh
Priority to KR1020197008451A priority patent/KR20190087403A/ko
Publication of WO2018070239A1 publication Critical patent/WO2018070239A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B29/00—Accommodation for crew or passengers not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks

Definitions

  • the present invention relates to a liquefied gas carrier, and more particularly, to a liquefied gas carrier having sufficient restoration performance by ensuring the maximum volume of a cargo tank and also ensuring the volume of ballast water.
  • a liquefied gas carrier is also called a gas carrier, and liquefied natural gas (LNG), liquefied petroleum gas (LPG) such as propane and butane, and ammonia are loaded in a cargo tank in a liquid state.
  • LNG liquefied natural gas
  • LPG liquefied petroleum gas
  • ammonia liquefied petroleum gas
  • the LNG ship has a very low temperature of about minus 163 ° C during transportation
  • the ship side portion of the cargo hold with the cargo tank has a vertical side on the inner side of the ship side skin, except when a pressure tank is installed. Consists of double ship side with bulkhead.
  • the temperature during transportation is about minus 50 ° C., which is higher than that of LNG
  • the ship side portion of the cargo hold is constituted by a single ship side of a ship side outer plate.
  • this liquefied gas carrier cannot be equipped with a ballast-holding hold that allows ballast water to enter and exit from the cargo hold, unlike a bulk cargo ship. If secured large, the volume of the ballast tank is limited, and it becomes difficult to secure the degree of submersion of the stern propeller in the ballast state, and it becomes difficult to secure the draft necessary for preventing bow slamming. In particular, it is difficult to secure a ballast volume in a cargo hold of a type in which the hull has a single ship side structure, a cargo hold is provided in the main hull, and a rectangular tank is installed in the cargo hold.
  • the liquefied gas carrier has a service speed of 15 knots (kts) to 18 knots (kts) and a fluid number Fn of 0.18 to 0.23.
  • the wave resistance coefficient tends to be larger than when the Froude number Fn is less than 0.18. Therefore, if the hull is enlarged for securing the ballast tank volume, the wave-making resistance is further increased, so that it is difficult to enlarge the hull.
  • the hull drainage volume and drainage volume increase according to the weight of the cargo to be loaded, and the ballast tank volume relatively decreases.
  • the width will be relatively widened in this case, and in this case the wave resistance will also increase. As a result, the propulsion performance decreases.
  • a cargo hull carrying a liquefied gas such as LNG or LPG a hull having a double hull structure having an inner shell and an outer shell, and a cover member having a single hull structure connected to the upper part of the hull and covering a rectangular tank
  • a ship in which the hull is formed at substantially the same height as the deck of the hull.
  • ballast water is mounted between the inner shell and outer shell of the double hull structure and inside the double bottom, so it is necessary to increase the volume of this part, and the cargo volume below the deck is small. Therefore, in order to secure the cargo volume, the rectangular tank is expanded above the deck. For this reason, the center of gravity of the entire hull becomes high and the restoration performance is deteriorated. To prevent this, it is necessary to increase the ballast volume.
  • the increase in the ballast volume increases as the center of gravity increases as the specific gravity of the cargo increases.
  • An object of the present invention is to provide a liquefied gas carrier that transports a liquefied gas having a relatively high specific gravity, such as liquefied propane, in a liquefied gas tank having a sufficient recovery performance by securing the maximum capacity of the cargo tank and the volume of ballast water To provide a gas carrier.
  • a liquefied gas carrier that transports a liquefied gas having a relatively high specific gravity, such as liquefied propane, in a liquefied gas tank having a sufficient recovery performance by securing the maximum capacity of the cargo tank and the volume of ballast water To provide a gas carrier.
  • the liquefied gas carrier ship of the present invention is a liquefied gas carrier ship having a cargo tank in a cargo hold in which a liquefied gas having a specific gravity of 0.58 or more and 0.70 or less can be mounted.
  • the cargo tank is arranged below the upper deck except for the tank dome, the overall length Loa is 160 m or more and 190 m or less, the length between perpendiculars is Lpp, the mold width is Bm, and the full draft is dsm.
  • Lpp / Bm is 5.0 or more and 6.0 or less, Bm / dsm is 2.0 or more and 3.0 or less, and the cross-sectional area of the ballast tank is Sbm in the hull central section.
  • Sbm / Smm is configured to be 0.10 or more and 0.25 or less.
  • the volume of the cargo tank and the volume of the ballast water can be secured, the number of ports that can be entered and exited due to the total length restriction can be increased, and the draft can be made relatively small with respect to the total length, It is easy to secure the bow stern draft that meets the regulation standards for passing through the Panama Canal, and it is possible to suppress the increase in resistance of the hull and ensure propulsion performance, course stability, and stability.
  • a cargo tank capable of mounting a liquefied gas having a specific gravity in the range of 0.58 or more and 0.70 or less does not mean that a liquefied gas other than the specific gravity range cannot be mounted.
  • a range of liquefied gas can be installed. For example, it includes a case where liquefied gas having a specific gravity of 0.9 or more is partially loaded on several cargo tanks.
  • the above liquefied gas carrier ship it is configured to have a single ship side portion, and in the center cross section of the hull, the cross-sectional area of the ballast tank below the single ship side portion is Sbm1, and more than the single ship side portion.
  • the cross-sectional area of the upper ballast tank is Sbm2
  • the following effects are obtained when the value of Sbm2 / Sbm1 is 0.4 or more and 0.7 or less.
  • the weight balance between the upper ballast water and the lower ballast water greatly affects the stability, but this distribution makes it easy to ensure sufficient restoration performance.
  • the more ballast water in the lower part that is, the larger the lower ballast tank and the smaller the upper ballast tank, the lower the center of gravity of the ship, but the upper ballast tank becomes smaller, so the upper side used as a ballast tank It becomes difficult to secure the strength of the upper side of the cargo hold due to the bottom wall structure of the tank.
  • the more ballast water in the upper part that is, the larger the upper side tank is, the easier it is to secure the strength above the cargo hold, but the center of gravity of the ship rises, making it difficult to ensure stability.
  • a front ballast section is provided between the cargo hold and the bow bulkhead, and the length Lbf in the ship length direction of the front ballast section is 2.0 of the vertical length Lpp. % Or more and 5.0% or less in range, the following effects are obtained.
  • the length in the ship length direction of the front ballast section is 2.0% or more of the perpendicular length Lpp, it becomes easy to secure the ballast volume even when the total length of the ship is limited. If the total length exceeds 5.0%, it is difficult to secure the hold length of the cargo hold and the cargo volume when the total length of the ship is limited.
  • the liquefied gas carrier of the present invention is a liquefied gas carrier that transports liquefied gas having a relatively large specific gravity such as liquefied propane, and ensures the capacity of the cargo tank and the capacity of ballast water to ensure sufficient restoration performance. Can be secured.
  • FIG. 1 is a side sectional view schematically showing a configuration of a liquefied gas carrier ship according to an embodiment of the present invention.
  • FIG. 2 is a plan layout view immediately below the upper deck of the ship of FIG.
  • FIG. 3 is a cross-sectional view of the center of the hull of the ship of FIG. 1 (in the case where there is no tank dome in the center of the hull).
  • FIG. 4 is a cross-sectional view of the center of the hull of the ship shown in FIG. 1 (when the tank dome is in the center of the hull).
  • the liquefied gas carrier 1 is a liquefied gas carrier that carries a liquefied gas having a relatively large specific gravity such as LPG (liquefied petroleum gas).
  • LPG liquefied petroleum gas
  • the bow part 2, the stern part 3, the ship bottom 4, the double plate bottom plate (cargo hold bottom plate) 5, the ship side skin plate 6 and the top A hull is formed surrounded by the deck 7. Further, a cargo tank 10a (thick line portion) in the cargo hold 10 for loading liquefied gas, a ballast tank (cross hatched portion) 20 for taking in and out ballast water, and a fuel tank (shaded hatched portion) 30 for loading fuel are provided. .
  • the cargo tank 10a is disposed below the upper deck 7 except for the tank dome 10b.
  • the tank dome 10b is a portion provided with various through portions such as pipes and manholes as shown in FIG.
  • the bow part 2 has a bow bulkhead 2a at the rear part, and is provided with a bow flare 2b and a bow valve 2c in the outer shape, and without the bow tower, inside the boat store 2d under the upper deck 7 And has a ballast tank 2e below it.
  • an engine room 3b, a propeller 3c, and a rudder 3d are provided on the rear side of the engine room front wall 3a.
  • an upper structure 3e having a residential area 3ea including a bridge 3eaa is provided above the engine room 3b, and the upper structure 3e is also provided with a chimney 3eb.
  • the Froude number Fn at the normal speed Vs (m / s) is in the range of 0.18 or more and 0.23 or less.
  • the liquefied gas carrier 1 can load liquefied gas having a specific gravity in the range of 0.58 or more and 0.70 or less to the cargo tank 10a up to 98% or more of the cargo volume. It is a liquefied gas carrier ship with a volume of 30,000 m 3 or more and 40,000 m 3 or less. When transporting a liquefied gas such as liquefied propane or butane such as liquefied propane or butane having a relatively high specific gravity, the volume is relatively small with respect to the weight ratio. Can be placed below.
  • the total length Loa is set to 160 m or more and 190 m or less.
  • the total length Loa is set to 190 m or less.
  • the total length is possible to secure the volume of the cargo tank while keeping the hull form within the hull form capable of maintaining a speed of about 0.23 in terms of fluid number. Unless the total length is at least 160 m, it is difficult to secure a tank volume of 30,000 m 3 or more.
  • the Panama Canal Rules stipulate the minimum bow stern draft.
  • the stern draft dca is 6.71 m
  • the bow draft dcf is 6.10 m or more as the canal traffic state.
  • the total length Loa is set to a range of 168.40 m to 176.78 m, which is the upper half of the above range, for example, the draft dcm when passing through the canal is relatively small with respect to the total length Loa.
  • “(length between perpendiculars Lpp) / (mold width Bm)” is 5.0 or more and 6.0 or less. Further, “(mold width Bm) / (full load draft dsm)” is 2.0 or more and 3.0 or less, preferably 2.5 or more and 3.0 or less.
  • “Lpp / Bm” is 5.0 or more, preferably 5.2 or more, it is possible to suppress an increase in resistance of the hull and to ensure course stability. Further, by setting “Lpp / Bm” to 6.0 or less, preferably 5.8 or less, the mold width Bm is increased with respect to the set inter-perpendicular length Lpp, so that the tank volume of the cargo hold 10 portion is increased. Can be secured relatively large, and stability can be secured.
  • the cross-sectional area of the ballast tank 20 (21 and 22) is Sbm
  • the hull cross-sectional area surrounded by the ship bottom 4, the ship side outer plate 6 and the upper deck 7 is Smm.
  • “Sbm / Smm” is set to 0.10 or more and 0.25 or less. If this “Sbm / Smm” is less than 0.10, it is difficult to secure the volume of the ballast tank, and if it exceeds 0.25, it is difficult to secure the volume of the cargo hold 10.
  • the cargo tank 10a is mounted on the cargo hold 10 to have a single ship side portion, and as shown in FIG. 3, the ballast tank 21 below the single ship side portion in the center section of the hull is shown in FIG.
  • the cross-sectional area is Sbm1
  • the cross-sectional area of the ballast tank 22 above the single ship side portion is Sbm2
  • the weight balance between the upper ballast water and the lower ballast water greatly affects the stability, but this distribution makes it easy to ensure sufficient restoration performance.
  • the more the lower ballast water in other words, the larger the lower ballast tank 21 and the smaller the upper ballast tank 22, the lower the center of gravity of the liquefied gas carrier 1, but the upper ballast tank 22 becomes smaller. It becomes difficult to ensure the strength of the upper side of the cargo hold 10 by the bottom wall structure of the upper side tank (top side tank) used as the upper ballast tank 22.
  • the more ballast water in the upper side that is, the larger the upper side tank used as the upper ballast tank 22 is, the easier it is to secure the upper strength of the cargo hold 10, but the center of gravity of the liquefied gas carrier 1 is increased. It becomes difficult to secure stability.
  • the lower ballast tank 21 wants to increase the amount of ballast water as much as possible.
  • the tank side depth Dt1 is preferably 0.20 times or more and 0.35 times or less of the mold depth Dm.
  • the specific gravity of the ballast water is larger than the specific gravity of the cargo, so that the center of gravity tends to be high, and the center of the area of the cross-sectional area of the upper ballast tank 22 is at a lower position. It is preferable to provide it. Therefore, it is preferable that the tank depth Dt2 shown in FIG. 3 is not less than 0.10 times and not more than 0.35 times the mold depth Dm. Further, if the tank width Bt2 of the upper ballast tank 22 shown in FIG. 3 is increased, the width of the ballast tank (upper side tank) 22 can be secured at a position away from the center (Dm / 2) in the height direction of the hull.
  • the tank width Bt2 of the upper ballast tank 22 shown in FIG. 3 is 0.15 times or more and 0.35 times or less of the mold width Bm.
  • a front ballast section 23 is provided between the cargo hold 10 and the bow bulkhead 2a, and the length Lbf in the ship length direction of the front ballast section 23 is not less than 2.0% of the length Lpp between vertical lines and 5.0. % Or less.
  • trim difference between the bow draft df and the stern draft da
  • the living area 3ea including the bridge 3eaa is formed with five layers without the bow tower.
  • the bow tower it is necessary to make the residential area 3ea have six layers because it is necessary to secure a line of sight in front of the bow, but this can be avoided, so the center of gravity of the entire ship is lowered.
  • the center of gravity of the entire ship is lowered.
  • the increase in the total tonnage can be suppressed by omitting the bow tower, and the residential area 3ea can be lowered to five layers, it is easy to secure an air draft.
  • the structural weight of the residential area 3ea can be reduced by one layer and the bow tower, and the center of gravity can be lowered.
  • the boson store 2d can be stored below the upper deck 7, the required ballast amount can be secured, and the bow draft df can be secured.
  • the volume of the cargo tank 10a and the volume of ballast water can be secured, the number of ports that can be entered and exited can be increased due to the total length restriction, and the draft dcm when passing through the canal is reduced.
  • the overall length Loa By making it relatively small with respect to the overall length Loa, it becomes easy to secure the bow draft dcf and the stern draft dca that meet the regulation standards in the Panama Canal, and suppress the increase in the resistance of the hull, Track stability and stability can be ensured.
  • the liquefied gas carrier 1 that transports liquefied gas having a relatively high specific gravity such as liquefied propane, it is possible to secure the capacity of the cargo tank 10a to the maximum and also secure the capacity of ballast water to ensure sufficient restoration performance. it can.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

La présente invention concerne un récipient de transport de gaz liquéfié, qui maximise la capacité d'une citerne de charge tout en assurant une capacité d'eau de ballast de telle sorte que le récipient a une stabilité suffisante. Ce récipient de transport de gaz liquéfié (1) comporte, à l'intérieur d'une cale de chargement (10), une citerne de charge (10a) capable de charger du gaz liquéfié ayant une gravité spécifique dans la plage de 0,58-0,70, la citerne de charge (10a) à l'exception d'une partie dôme de citerne (10b) étant disposée au-dessous d'un pont supérieur (7); Lpp/Bm est dans une plage de 5,0-6,0 et Bm/dsm est dans une plage de 2,0 à 3,0, où la longueur hors tout (Loa) est dans une plage de 160-190 m, Lpp est la longueur entre les perpendiculaires, Bm est la largeur hors membrures, et dsm est le tirant d'eau de pleine charge; et dans la section transversale centrale de la coque, Sbm/Smm est dans une plage de 0,10 à 0,25, Sbm étant la section transversale d'un réservoir de ballast (20) et Smm étant la la section transversale de la coque.
PCT/JP2017/034844 2016-10-11 2017-09-27 Récipient de transport de gaz liquéfié WO2018070239A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780062462.8A CN109863080B (zh) 2016-10-11 2017-09-27 液化气运输船
KR1020197008451A KR20190087403A (ko) 2016-10-11 2017-09-27 액화가스 운반선

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016199935A JP6737431B2 (ja) 2016-10-11 2016-10-11 液化ガス運搬船
JP2016-199935 2016-10-11

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JP (1) JP6737431B2 (fr)
KR (1) KR20190087403A (fr)
CN (1) CN109863080B (fr)
WO (1) WO2018070239A1 (fr)

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JP7193250B2 (ja) * 2018-04-24 2022-12-20 佐々木造船株式会社 船舶
CN110550152A (zh) * 2019-09-05 2019-12-10 南通中远海运川崎船舶工程有限公司 一种具有菱形货舱结构的新型矿砂船
CN110696985A (zh) * 2019-10-21 2020-01-17 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） 一种提高液化气船稳性的方法
JP7312991B2 (ja) * 2020-07-06 2023-07-24 協同商船株式会社 船舶

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JPH02109792A (ja) * 1988-10-20 1990-04-23 Ishikawajima Harima Heavy Ind Co Ltd 液化ガス運搬船
JPH06323498A (ja) * 1993-05-14 1994-11-25 Ishikawajima Harima Heavy Ind Co Ltd 液体ガス貯蔵装置およびその運搬船
JP2009241906A (ja) * 2008-03-31 2009-10-22 Mitsui Eng & Shipbuild Co Ltd 船舶
JP2014163412A (ja) * 2013-02-22 2014-09-08 Mitsubishi Heavy Ind Ltd Ｌｎｇ貯蔵装置、及び船舶
JP2014201241A (ja) * 2013-04-08 2014-10-27 信吉 森元 Ｌｎｇ船
JP2014218238A (ja) * 2013-04-12 2014-11-20 信吉 森元 Ｌｎｇ船またはｌｐｇ船

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KR100552939B1 (ko) * 2004-06-02 2006-02-17 김용경 튜브를 이용한 자동 밸러스트 시스템과 그 작동방법
JP5646853B2 (ja) 2010-01-20 2014-12-24 ジャパンマリンユナイテッド株式会社 船舶
JP6169412B2 (ja) * 2013-05-15 2017-07-26 三井造船株式会社 船形構造物及び船形構造物の設計方法
CN105818927B (zh) * 2015-01-06 2018-06-29 江南造船(集团)有限责任公司 一种液化气船的货舱与压载舱布置方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59163295U (ja) * 1983-04-18 1984-11-01 三井造船株式会社 排水装置付ドリツプパン
JPH02109792A (ja) * 1988-10-20 1990-04-23 Ishikawajima Harima Heavy Ind Co Ltd 液化ガス運搬船
JPH06323498A (ja) * 1993-05-14 1994-11-25 Ishikawajima Harima Heavy Ind Co Ltd 液体ガス貯蔵装置およびその運搬船
JP2009241906A (ja) * 2008-03-31 2009-10-22 Mitsui Eng & Shipbuild Co Ltd 船舶
JP2014163412A (ja) * 2013-02-22 2014-09-08 Mitsubishi Heavy Ind Ltd Ｌｎｇ貯蔵装置、及び船舶
JP2014201241A (ja) * 2013-04-08 2014-10-27 信吉 森元 Ｌｎｇ船
JP2014218238A (ja) * 2013-04-12 2014-11-20 信吉 森元 Ｌｎｇ船またはｌｐｇ船

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JP6737431B2 (ja) 2020-08-12
JP2018062196A (ja) 2018-04-19
KR20190087403A (ko) 2019-07-24
CN109863080A (zh) 2019-06-07
CN109863080B (zh) 2021-07-09

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