JP2009517272A - Equipment for supporting tanks on ships - Google Patents

Equipment for supporting tanks on ships Download PDF

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JP2009517272A
JP2009517272A JP2008542639A JP2008542639A JP2009517272A JP 2009517272 A JP2009517272 A JP 2009517272A JP 2008542639 A JP2008542639 A JP 2008542639A JP 2008542639 A JP2008542639 A JP 2008542639A JP 2009517272 A JP2009517272 A JP 2009517272A
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tank
saddle
insulating layer
ship
web
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JP4837046B2 (en
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フランク−トルステン，アペル
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テーゲーエー、マリン、ガス、エンジニヤリング、ゲーエムベーハー
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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 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/70—Reinforcements for carrying localised loads, e.g. propulsion plant, guns
    • 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
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/68—Panellings; Linings, e.g. for insulating purposes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/08—Mounting arrangements for vessels
    • F17C13/082—Mounting arrangements for vessels for large sea-borne storage vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C3/00—Vessels not under pressure
    • F17C3/02—Vessels not under pressure with provision for thermal insulation
    • F17C3/025—Bulk storage in barges or on ships
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0147—Shape complex
    • F17C2201/0152—Lobes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/052—Size large (>1000 m3)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0103—Exterior arrangements
    • F17C2205/0107—Frames
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/0126—One vessel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/033—Small pressure, e.g. for liquefied gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
    • F17C2225/01—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the phase
    • F17C2225/0146—Two-phase
    • F17C2225/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2225/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/03—Dealing with losses
    • F17C2260/031—Dealing with losses due to heat transfer
    • F17C2260/033—Dealing with losses due to heat transfer by enhancing insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)
  • Special Spraying Apparatus (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Abstract

Disclosed is a device for mounting a tank in a ship (1). Said device comprises at least two foundations (4) which are fastened to the hull at a distance from each other in the longitudinal or transversal direction of the ship (1) and each of which supports one saddle (6) that is adapted to the shape of the tank (3) and is used for accommodating the tank (3). The inventive device further comprises an insulating layer (8) that is provided on each saddle (6) to thermally insulate the foundations (4) relative to the tank (3) as well as safety mechanisms (10; 12; 15) for mounting the tank (3) on the foundations (4), said safety mechanisms (10; 12; 15) allowing a relative movement between the tank (3) and at least one foundation (4) on the insulating layer (8) in the longitudinal direction of the tank. Each saddle (6) is fastened directly to the tank (3) and has a planar bottom face (7) while each foundation (4) has a planar top face (5), all bottom and top faces (7; 5) being parallel to one another. The insulating layer (8) is disposed between the bottom face (7) of the saddle (6) and the top face (5) of the associated foundation (4) while the safety mechanisms (10; 12; 15) allow a limited relative movement between each saddle (6) and the foundation (4) thereof on or in the insulating layer (8).

Description

本発明は、請求項１の前提項に記載されている、船舶で特にＬＮＧなどの液体のための独立型のタンクを支承する装置に関し、ならびに、この装置に格別に適した双胴型の圧力タンクに関する。   The present invention relates to a device for supporting a stand-alone tank for liquids such as LNG, in particular on ships, as defined in the premise of claim 1, and a twin-barrel pressure particularly suitable for this device Regarding the tank.

船舶で、特に遠洋航海をする船舶で液体を輸送するには、伝統的にいくつかの解決法がある。いずれの場合にも、船舶のなかで低温もしくは極低温の液体ガスの容器を船体に対して熱絶縁すると同時に、積荷の荷重や航海時に発生する最大１．５ｇの加速度に耐える、容器と船体との連結部をつくることが重要となる。インテグラルタンク、ダイヤフラムタンク、セミダイヤフラムタンクなどのほか、それ自体で、すなわち船の構造に依拠することなく、機械的に安定している独立型のタンクが液体ガスには用いられる。この場合、さらに無圧タンクと圧力タンクとが区別され、無圧タンクのなかの液体ガスの温度は当然ながらきわめて低い。   There are traditionally several solutions for transporting liquids on a ship, especially on a ship sailing in the ocean. In any case, the vessel and the hull that withstands the load of load and the acceleration of up to 1.5g generated at the time of voyage at the same time that the vessel of low-temperature or cryogenic liquid gas is thermally insulated from the hull in the ship. It is important to create a connecting part. In addition to integral tanks, diaphragm tanks, semi-diaphragm tanks and the like, independent tanks that are mechanically stable by themselves, that is, without relying on the structure of the ship, are used for the liquid gas. In this case, the pressureless tank and the pressure tank are further distinguished, and the temperature of the liquid gas in the pressureless tank is naturally very low.

このとき液化天然ガス（ＬＮＧ）は、設計に関して特別な要求事項を課すものである。なぜなら、その温度は大半の工業用の液体ガスの温度よりも低いからである。   At this time, liquefied natural gas (LNG) imposes special requirements on design. This is because the temperature is lower than that of most industrial liquid gases.

冒頭に述べた種類の装置を備える、液体ガスを輸送するための船舶がすでに建造されており、その場合、タンクは円筒状であるとともに、その長軸が船の長手方向に位置しており、場合によっては横方向に位置していることもある。その場合、船体に取り付けられている基礎部分と、円筒状のタンクに適合化されたほぼ円切片状のサドル部分とが１つの構造上のユニットを形成しており、絶縁層はサドル部分とタンクの間に配置されている。両方のサドル部分のうち一方では、タンクが長手方向へ変位しないよう固定されているが、他方のサドル部分では当該サドル部分に対して長手方向へ可動になっており、それにより、熱応力が長手方向に発生することがないようになっている。タンクは嵌合によってサドル部分に位置しているので、タンクは長手方向に対して横向きに固定される。しかし、この方向への熱収縮はサドル基礎部分のもっとも低い点で起こるので、その限りでは有意な熱応力が発生することもない。   A ship has already been built for transporting liquid gas, equipped with a device of the kind mentioned at the beginning, in which case the tank is cylindrical and its long axis is located in the longitudinal direction of the ship, In some cases, it may be located laterally. In that case, the base part attached to the hull and the substantially circular sliced saddle part adapted to the cylindrical tank form one structural unit, and the insulating layer is the saddle part and the tank. It is arranged between. One of the two saddle parts is fixed so that the tank is not displaced in the longitudinal direction, while the other saddle part is movable in the longitudinal direction with respect to the saddle part, so that the thermal stress is longitudinal. It does not occur in the direction. Since the tank is located in the saddle portion by fitting, the tank is fixed laterally with respect to the longitudinal direction. However, since heat shrinkage in this direction occurs at the lowest point of the saddle foundation, no significant thermal stress is generated.

上記は、互いに交接する２つの平行な円筒の形状を有する、いわゆる双胴型のタンクについては当てはまらない。このような双胴型のタンクが最近になって採用されている理由は、円筒形のタンクよりも船舶のスペースを効率的に利用することができると同時に、機械的な安定性に関わる利点が実証ずみだからである。船舶で双胴型タンクを支承するために、両方のタンク半体について共通のサドル部分を備える、上に説明した設計形態の装置がすでに使用されている。タンク形状に応じて、このようなサドル部分はタンクの横方向で互いに接する２つの円切片の形態を有している。このとき、横方向への熱収縮はサドル部分の中央でそのもっとも高い点のほうに向かって行われ、その帰結として熱応力が発生する。この熱応力は、たとえばエチレン（積載温度約−１００℃）のように液体ガスの沸点が比較的高い場合には、まだなんとか容認することができる。たとえば液化天然ガスの場合に発生するような低い温度では、公知の設計はそれ自体の温度のせいで、およびこれに加えて極低温の液体ガス用として使用せざるをえないタンク素材の比較的高い熱膨張係数のせいで、その限界に突き当たる。   The above does not apply to so-called twin-bottle tanks which have the shape of two parallel cylinders that meet each other. The reason why these twin-bottle tanks have recently been adopted is that they can use the ship space more efficiently than cylindrical tanks, and at the same time have the advantage of mechanical stability. This is because it has been demonstrated. In order to support a catamaran tank on a ship, an apparatus of the design described above, which already has a common saddle part for both tank halves, has already been used. Depending on the tank shape, such a saddle portion has the form of two circular sections that touch each other in the lateral direction of the tank. At this time, the thermal contraction in the lateral direction is performed toward the highest point in the center of the saddle portion, and as a result, thermal stress is generated. This thermal stress can still be tolerated if the boiling point of the liquid gas is relatively high, for example ethylene (loading temperature about −100 ° C.). For example, at low temperatures, such as occur in the case of liquefied natural gas, the known design is relatively low for tank materials that must be used for cryogenic liquid gas because of its own temperature. The high coefficient of thermal expansion hits that limit.

本発明の課題は、特別に低温のいわゆる極低温の液体ガスで、特にＬＮＧで充填されるべき、円形のタンクだけでなく双胴型のタンクにも適している、冒頭に述べた種類の装置を提供することである。   The object of the present invention is a device of the kind mentioned at the outset, which is suitable not only for circular tanks but also for twin-bottle tanks, which are to be filled with specially cold so-called cryogenic liquid gases, in particular LNG. Is to provide.

この課題は、本発明によると、請求項１に特徴が記載されている装置によって解決され、好ましい実施形態は従属請求項に記載されている。本発明の装置に格別に適合化された本発明に基づく双胴型の圧力タンクは、請求項１０に特徴が記載されている。   This problem is solved according to the invention by the device characterized in claim 1 and preferred embodiments are described in the dependent claims. A twin-barrel pressure tank according to the invention which is specially adapted to the device according to the invention is characterized in claim 10.

本発明の装置では、基礎部分とサドル部分は構造的なユニットを形成するのではない。むしろこの両者は互いに分離されており、互いに平行な２つの平坦な面を有しており、これらの面の間には、それに応じて同じく平坦な熱絶縁層が位置している。そしてこの熱絶縁層の表面で、あるいは２つの平坦な境界面を備える絶縁層が２部分で構成されている場合にあっては熱絶縁層の内部で、熱応力を補償するための相対運動をすべての方向へ行うことができ、すなわち、他ならぬタンクの長手方向に対して横向きにも行うことができ、それにより、設計の機能にとってタンクの断面形状は問題ではなくなり、かつ、応力が受け止められるのではなく緩和されるので、液体ガスの最低温度も問題ではなくなる。したがって本発明の装置は、特に、ＬＮＧを輸送するための双胴型のタンクを支承する用途に定められている。   In the device of the invention, the base part and the saddle part do not form a structural unit. Rather, they are separated from each other and have two flat surfaces that are parallel to each other, and a similarly flat thermal insulating layer is located between these surfaces accordingly. Then, when the insulating layer having two flat boundary surfaces is composed of two parts on the surface of the thermal insulating layer, relative motion for compensating for thermal stress is performed inside the thermal insulating layer. It can be done in all directions, i.e. it can also be done transversely to the length of the tank, so that the cross-sectional shape of the tank is not an issue for the function of the design and stress is taken The minimum temperature of the liquid gas is no longer a problem because it is relaxed rather than suppressed. Accordingly, the device of the present invention is specifically defined for use in supporting a twin-hull tank for transporting LNG.

本発明による装置の絶縁層は、充填されたタンクの荷重に耐えるだけでなく、温度差に起因する相対運動が生じたときに発生する摩擦力にも耐えられるようにするために、耐圧性でせん断強さのある材料でできているのが好ましい。この材料は高分子プラスチックであってよい。しかしながら、それ自体公知の仕方で圧縮木材が使用されるのが好ましい。絶縁層は基礎部分の上面へ堅固に取り付けられていてよく、または、対応するサドル部分の下面へ堅固に取り付けられていてよい。２部分からなる絶縁層の場合、１つの部分が基礎部分の上面に、他方の部分が対応するサドル部分の下面に、それぞれ堅固に取り付けられ、それにより、絶縁層の内部における両者の間の相対運動は、両方の部分の平坦な境界面で行われることになる。   The insulation layer of the device according to the present invention is not only resistant to the load of the filled tank, but also to withstand the frictional force generated when the relative movement due to the temperature difference occurs. It is preferably made of a material having shear strength. This material may be a polymeric plastic. However, it is preferred that the compressed wood is used in a manner known per se. The insulating layer may be rigidly attached to the upper surface of the base portion, or may be rigidly attached to the lower surface of the corresponding saddle portion. In the case of a two-part insulating layer, one part is firmly attached to the upper surface of the base part and the other part is attached to the lower surface of the corresponding saddle part, so that the relative relationship between the two inside the insulating layer The movement will take place at the flat interface of both parts.

本発明に基づいて好ましいのは、各々の絶縁層がそれぞれの基礎部分の上面に堅固に取り付けられており、それにより、サドル部分と基礎部分の間の相対運動がサドル部分の下面で行われるようになっている第１の態様である。これは設計的にもっとも単純である。   Preferably according to the invention, each insulating layer is rigidly attached to the upper surface of the respective base part so that the relative movement between the saddle part and the base part takes place on the lower surface of the saddle part. This is the first mode. This is the simplest in design.

この構成では、船舶におけるタンクの保持は、変位を防止するために、サドル部分の下面と、基礎部分に固着された絶縁層との間での、それぞれの長手方向に対して横向きの滑り運動をウェブが阻止する、請求項４の手段によって行われるのが全体として最善である。このとき、当然ながらウェブの選択と配置は、熱応力の緩和が制約されないように選択される。その意味で１つの好ましい配置は、請求項５および請求項６から明らかである。サドル部分でタンク横方向に延びる少なくとも１つのウェブは、このサドル部分に沿ってタンクが長手方向へ動くのを防止する。それに対して、１つまたは複数の他のサドル部分には、横方向に延びるウェブは設けられておらず、それにより、そこでは応力を緩和するために必要な相対運動が長手方向へ可能である。請求項６に記載された長手方向に延びるウェブは、横方向へはタンクを固定するが、このウェブの両側では左右対称に、熱応力を緩和するのに必要な横方向への相対運動を許容する。通常かつ好ましい配置として、タンクの長軸が船の長手方向に対して平行に位置しているときには、長手方向に延びるウェブは船の横方向に関してちょうど船の中心にあるのがよく、それにより、タンクは船舶に対して膨張や収縮が生じた場合にもセンタリングされた状態に保たれ、したがってその平衡状態が乱されることがない。   In this configuration, holding of the tank in the ship is caused by a sliding movement transverse to each longitudinal direction between the lower surface of the saddle part and the insulating layer fixed to the foundation part in order to prevent displacement. Overall, it is best done by the means of claim 4 that the web stops. At this time, naturally, selection and arrangement of the web are selected so that relaxation of thermal stress is not restricted. One preferred arrangement in that sense is evident from claims 5 and 6. At least one web extending laterally of the tank at the saddle portion prevents the tank from moving longitudinally along the saddle portion. In contrast, one or more other saddle portions are not provided with a laterally extending web, whereby the relative movement necessary to relieve stress is possible longitudinally there. . The longitudinally extending web as claimed in claim 6 secures the tank in the lateral direction but symmetrically on both sides of the web, allowing the relative lateral movement necessary to relieve thermal stress. To do. As a normal and preferred arrangement, when the major axis of the tank is located parallel to the longitudinal direction of the ship, the longitudinally extending web should be just in the center of the ship with respect to the transverse direction of the ship, thereby The tank is kept centered even when the vessel is inflated or deflated, so that its equilibrium state is not disturbed.

航海のときにタンクが基礎部分から浮き上がるのを防ぐ固定部は、請求項７に基づいて構成されているのが好ましい。この固定部も、同じく船の横方向中央に配置される。このことは、考えられるタンクの両側への配置に比べて、タンクを降ろすときに、荷降ろしの際に実際に生じる、船底の若干の凹面状の窪みに基づくタンクと船体の間の引っかかりが生じることがないという利点を有している。   It is preferable that the fixing portion for preventing the tank from being lifted from the base portion at the time of voyage is configured according to claim 7. This fixed portion is also arranged at the center in the lateral direction of the ship. This results in a catch between the tank and the hull that is actually caused when unloading the tank, due to a slight concave depression in the bottom of the ship, when unloading the tank, compared to a possible arrangement on both sides of the tank. It has the advantage of not being.

当然のことながら、１隻の船舶に複数のタンクがそれぞれ本発明の装置を用いて支承されていてもよい。その限りにおいて船舶の設計は、通常の公知の基準に基づいて行われる。同様に、本発明に基づいて支承されたタンクを、必要な場合にはたとえば化学薬品等の別の液体媒体で充填し、船舶の経済的利用を確保することも当然ながら可能である。   Of course, a plurality of tanks may be supported by one ship using the apparatus of the present invention. As long as that is the case, the design of the ship is carried out on the basis of normal known standards. Similarly, the tanks supported according to the invention can of course be filled with another liquid medium, for example chemicals, if necessary, to ensure the economic use of the ship.

次に、模式的に示された実施例を参照しながら、さらに別の好ましい具体的事項を備える本発明について詳しく説明する。   Next, the present invention including further preferred specific items will be described in detail with reference to the embodiments schematically shown.

図１は、双胴型のタンク３を支承するための本発明の装置を備える船胴１の簡略化した横断面図を示している。図示している断面は、船の長軸に対して垂直である。   FIG. 1 shows a simplified cross-sectional view of a hull 1 comprising a device according to the invention for supporting a twin-hull tank 3. The cross section shown is perpendicular to the long axis of the ship.

双胴型のタンク３は、２つの円弧切片からなる横断面を有している。タンク３は２つまたはそれ以上のサドル部分６の上に載っており、そのうち図１では１つのサドル部分だけが図示されている。サドル部分６はタンク３と堅固に結合されており、好ましくは溶接されている。基礎部分４が船胴１に配置されており、これと堅固に結合されている。基礎部分４の平坦な上面５とサドル部分６の平坦な下面７の間には、絶縁層８が配置されている。絶縁層８は、タンク３およびその内容物の重量の力を基礎部分４へ伝える。絶縁層８は少なくとも部分的に圧縮木材でできているのが好ましい。絶縁層は、サドル部分６の平坦な下面７と堅固に結合されており、基礎部分４の平坦な上面５の上で摺動する。別案として、絶縁層８は基礎部分４の平坦な上面５と堅固に結合されており、サドル部分６の平坦な下面７で摺動する。さらに別の態様では、絶縁層８は２つまたはそれ以上の層で構成されており、そのうち１番下の層が基礎部分４の平坦な上面５と、また１番上の層がサドル部分６の平坦な下面７と、それぞれ堅固に結合されている。   The catamaran type tank 3 has a cross section composed of two arc segments. The tank 3 rests on two or more saddle portions 6, of which only one saddle portion is shown in FIG. The saddle portion 6 is firmly connected to the tank 3 and is preferably welded. A base part 4 is arranged on the hull 1 and is firmly connected thereto. An insulating layer 8 is disposed between the flat upper surface 5 of the base portion 4 and the flat lower surface 7 of the saddle portion 6. The insulating layer 8 transmits the weight force of the tank 3 and its contents to the base part 4. The insulating layer 8 is preferably at least partially made of compressed wood. The insulating layer is firmly bonded to the flat lower surface 7 of the saddle portion 6 and slides on the flat upper surface 5 of the base portion 4. As an alternative, the insulating layer 8 is firmly connected to the flat upper surface 5 of the base part 4 and slides on the flat lower surface 7 of the saddle part 6. In yet another embodiment, the insulating layer 8 is composed of two or more layers, with the bottom layer being the flat top surface 5 of the base portion 4 and the top layer being the saddle portion 6. Are firmly connected to the flat lower surface 7.

タンク３の絶縁被覆は、図１および以下の図面では図示していない。この絶縁被覆は、図１に示す絶縁層８で覆われているサドル部分６の平坦な下面７を除き、タンク３とサドル部分６を全面的に取り囲んでいる。図示しない絶縁被覆、および絶縁層８は、タンク３の低温損失を最低限に抑え、ないしは、船胴１からタンク３への熱の伝達を最低限に抑える。   The insulation coating of the tank 3 is not shown in FIG. 1 and the following drawings. This insulating coating completely surrounds the tank 3 and the saddle portion 6 except for the flat lower surface 7 of the saddle portion 6 covered with the insulating layer 8 shown in FIG. The insulating coating (not shown) and the insulating layer 8 minimize the low-temperature loss of the tank 3 or minimize the transfer of heat from the hull 1 to the tank 3.

絶縁層８と平行に作用する横方向力または長手方向力は、特に、船舶が横傾斜すると静的に発生し、また、船舶がローリング、上下動、ヨーイングすると動的に発生する。基礎部分４の平坦な上面５と平行、かつサドル部分６の平坦な下面７と平行な力は、以後の図２から図８を参照して以下に詳しく説明する装置によって伝達される。この装置のうち、図１ではコンソール１４と支持部１５を見ることができる。   The lateral force or longitudinal force acting in parallel with the insulating layer 8 is generated statically when the ship is tilted laterally, and dynamically when the ship is rolling, moving up and down, and yawing. The forces parallel to the flat upper surface 5 of the base part 4 and parallel to the flat lower surface 7 of the saddle part 6 are transmitted by the device described in detail below with reference to FIGS. Of these devices, the console 14 and the support 15 can be seen in FIG.

図２は、タンク３の側面図を本発明による支承部とともに模式的な仕方で示している。図２に示す支承部は、２つまたはそれ以上の支承部のうち、進行方向で見て後側の、もしくはもっとも後側の支承部であるのが好ましい。タンク３にはサドル部分６が取り付けられている。サドル部分６の平坦な下面７と、基礎部分４の平坦な上面５との間には、絶縁層８が配置されている。船の長手方向で見てサドル部分６の前と後では、支持部１５が基礎部分４と堅固に結合されている。これらの支持部は、後で図６と図７を参照して詳しく説明するように、サドル部分６と堅固に結合されたコンソール１４を取り囲んでいる。コンソール１４は、サドル部分６の平坦な下面７を形成するプレートの延長部であるのが好ましい。   FIG. 2 shows a side view of the tank 3 in a schematic way together with a bearing according to the invention. The support part shown in FIG. 2 is preferably the rear or most rear part of the two or more support parts as viewed in the direction of travel. A saddle portion 6 is attached to the tank 3. An insulating layer 8 is disposed between the flat lower surface 7 of the saddle portion 6 and the flat upper surface 5 of the base portion 4. The support 15 is firmly connected to the base part 4 before and after the saddle part 6 as viewed in the longitudinal direction of the ship. These supports surround a console 14 that is rigidly coupled to the saddle portion 6 as will be described in detail later with reference to FIGS. The console 14 is preferably an extension of the plate that forms the flat lower surface 7 of the saddle portion 6.

ウェブ１０がサドル部分６の平坦な下面７に対して垂直に配置されており、これと堅固に結合されている。ウェブ１０は船の長軸に対して横向きに配置されており、基礎部分４の平坦な上面５と堅固に結合された絶縁層８にある対応する切欠き１１に係合している。ウェブ１０および絶縁層８ないしその切欠きを介して、嵌合によって力が船の長軸と平行に基礎部分４とサドル部分６の間で伝達される。   A web 10 is arranged perpendicular to the flat lower surface 7 of the saddle portion 6 and is firmly connected thereto. The web 10 is arranged transversely to the long axis of the ship and engages a corresponding notch 11 in the insulating layer 8 which is firmly connected to the flat upper surface 5 of the base part 4. Through the web 10 and the insulating layer 8 or its notches, the force is transmitted between the foundation part 4 and the saddle part 6 parallel to the long axis of the ship by fitting.

図３は、船胴１のタンク３の別の支承部の側面図を模式的に示している。図２に示す支承部は、船舶の進行方向で見てタンク３の後側に配置されており、図３に示す支承部は、船舶の進行方向で見てタンク３の前側に配置されるのが好ましい。図３に示す支承部は、サドル部分６の平坦な下面７にウェブ１０が設けられていないことによって、図２に示す支承部と異なっている。したがって、タンク３とサドル部分６の間、およびタンクと基礎部分４との間で、船の長手方向に力の伝達は行われない。したがって、温度変化の結果として生じるタンク３の長さ変化、および特にサドル部分６の間隔の変化が、サドル部分６と基礎部分４の間で応力を生じさせることがない。   FIG. 3 schematically shows a side view of another support portion of the tank 3 of the hull 1. 2 is disposed on the rear side of the tank 3 when viewed in the traveling direction of the ship, and the bearing portion illustrated in FIG. 3 is disposed on the front side of the tank 3 when viewed in the traveling direction of the ship. Is preferred. The bearing part shown in FIG. 3 differs from the bearing part shown in FIG. 2 in that the web 10 is not provided on the flat lower surface 7 of the saddle portion 6. Therefore, no force is transmitted in the longitudinal direction of the ship between the tank 3 and the saddle part 6 and between the tank and the foundation part 4. Therefore, the change in the length of the tank 3 as a result of the temperature change, and in particular, the change in the distance between the saddle portions 6 does not cause stress between the saddle portion 6 and the base portion 4.

図４は、図２に示す支承部の一部分を拡大図として模式的な仕方で示している。絶縁層８は、水槽形をした基礎部分４の構成によって、またはその他の方策によって、船舶１０の横方向または長手方向へ基礎部分４に対して相対的に変位しないように固定されている。サドル部分６の平坦な下面７にあるウェブ１０は、絶縁層８の対応する切欠き１１に係合している。船の長手方向で見てサドル部分６の前と後には、図１から図３には示していない、サドル部分６におけるタンク３の絶縁被覆が続いている。   FIG. 4 shows a part of the support part shown in FIG. 2 in a schematic manner as an enlarged view. The insulating layer 8 is fixed so as not to be displaced relative to the base portion 4 in the lateral direction or the longitudinal direction of the ship 10 by the configuration of the base portion 4 having a water tank shape or by other measures. The web 10 on the flat lower surface 7 of the saddle portion 6 engages a corresponding notch 11 in the insulating layer 8. Before and after the saddle portion 6 as viewed in the longitudinal direction of the ship, the insulation coating of the tank 3 in the saddle portion 6 continues, which is not shown in FIGS.

図５は、図３に示す支承部の一部分を拡大図として模式的な仕方で示している。図２と図４に示す支承部とは異なり、図３と図５に示す支承部では、サドル部分６の平坦な下面７にウェブ１０が配置されていない。したがってサドル部分６の平坦な下面７は、絶縁層８の上で摺動することができる。サドル部分６と基礎部分４の間では、サドル部分の下面７と平行に、ないし基礎部分４の上面５と平行に力は伝達されず、もしくは、少なくともサドル部分６と絶縁層８の間の摩擦力を上回る力は伝達されない。   FIG. 5 shows a part of the support part shown in FIG. 3 as an enlarged view in a schematic manner. 2 and 4, the web 10 is not disposed on the flat lower surface 7 of the saddle portion 6 in the bearing portions shown in FIGS. 3 and 5. Accordingly, the flat lower surface 7 of the saddle portion 6 can slide on the insulating layer 8. No force is transmitted between the saddle portion 6 and the base portion 4 in parallel with the lower surface 7 of the saddle portion or in parallel with the upper surface 5 of the base portion 4, or at least friction between the saddle portion 6 and the insulating layer 8. The force exceeding the force is not transmitted.

図６は、上で図２と図３に示したコンソール１４と支持部１５の部分横断面図を示している。図示している切断平面は、船の長軸に対して垂直に位置している。支持部１５は、「Ｕ」字型を逆さにした形状で、コンソール１４を取り囲んでいる。別の表現をすると、支持部１５と基礎部分４は共同でトンネルまたは通路を形成しており、そのなかにコンソール１４が配置されている。基礎部分４の上面５とコンソール１４の間に絶縁層８が配置されており、コンソール１４と支持部１５の間には絶縁層１６が配置されている。基礎部分４の水槽形の構成により、絶縁層８は基礎部分４に対して変位しないよう固定されている。コンソール１４の下面にはこれに対して垂直に、ウェブ１２が船の長軸と平行に配置されており、このウェブは絶縁層８にある対応する切欠きに係合している。嵌合によって、船の長軸に対して横向きの水平方向の力はコンソール１４とウェブ１２の間で、および絶縁層８と基礎部分４の間で伝達され、船の長軸に対して横向きのコンソール１４およびこれに伴うタンクの変位が防止される。さらに支持部１５は、コンソール１４およびこれと結合されたサドル部分６が、絶縁層８および基礎部分４から浮き上がるのを防止する。   FIG. 6 shows a partial cross-sectional view of the console 14 and support 15 shown in FIGS. 2 and 3 above. The cutting plane shown is located perpendicular to the long axis of the ship. The support part 15 surrounds the console 14 in an inverted “U” shape. In other words, the support portion 15 and the base portion 4 jointly form a tunnel or passage, in which the console 14 is disposed. An insulating layer 8 is disposed between the upper surface 5 of the base portion 4 and the console 14, and an insulating layer 16 is disposed between the console 14 and the support portion 15. The insulating layer 8 is fixed so as not to be displaced with respect to the base portion 4 by the water tank configuration of the base portion 4. A web 12 is arranged on the lower surface of the console 14 perpendicularly thereto and parallel to the long axis of the ship, and this web is engaged with a corresponding notch in the insulating layer 8. Due to the mating, horizontal forces transverse to the long axis of the ship are transmitted between the console 14 and the web 12 and between the insulating layer 8 and the foundation part 4 and are transverse to the long axis of the ship. The console 14 and the accompanying displacement of the tank are prevented. Further, the support portion 15 prevents the console 14 and the saddle portion 6 coupled thereto from floating from the insulating layer 8 and the base portion 4.

図７は、図６のＡ−Ａ線に沿った断面図を模式的に示している。コンソール１４は、サドル部分６ないしその平坦な下面７に、もしくはサドル部分６の平坦な下面７を形成するプレートに一体成形されており、またはこれと一体的に施工されている様子が見られる。絶縁層１６は長方形であり、コンソール１４の上面の水槽形の構成により、これに対して滑動しないように固定されている。側方では、コンソール１４と支持部１５の間に間隙が残されている。船の長軸に対して横向きの方向への案内は、絶縁層８にある切欠き１３との相互作用で、図６に示すウェブ１２によってのみ行われる。   FIG. 7 schematically shows a cross-sectional view along the line AA of FIG. It can be seen that the console 14 is integrally formed with the saddle portion 6 or the flat lower surface 7 of the saddle portion 6 or a plate forming the flat lower surface 7 of the saddle portion 6 or is constructed integrally therewith. The insulating layer 16 has a rectangular shape, and is fixed so as not to slide with respect to the water tank shape of the upper surface of the console 14. On the side, a gap is left between the console 14 and the support 15. Guiding in a direction transverse to the long axis of the ship is effected only by the web 12 shown in FIG. 6 by interaction with the notches 13 in the insulating layer 8.

図８は、図８には示さないタンクのサドル部分６の平坦な下面７の模式図である。サドル部分の平坦な下面７は、船の長軸２に対して横向きの方向に最大の長さを有している。すでに図１に見られるように、サドル部分６の平坦な下面７はこの方向で近似的にタンクの幅を有している。サドル部分の平坦な下面７を形成するプレートに一体成形された状態で、コンソール１４が、船の長軸２の近傍で各サドル部分の前と後に配置されている。コンソール１４には、図６にも示すウェブ１２が船の長軸２の上にそれぞれ配置されている。さらに、船舶の進行方向で見て後側の支承部２１では、図２と図４にも示すウェブ１０が、船の長軸２に対して横向きに、サドル部分の平坦な下面７に配置されている。ウェブ１０は船の長軸２に対して平行に力を受け止め、タンクが船胴に対して船の長軸２の方向へ変位するのを防止する。ウェブ１２は船の長軸に対して横向きに力を受け止め、タンクが船の長軸２に対して横向きに船胴に対して変位するのを防止する。   FIG. 8 is a schematic view of the flat lower surface 7 of the saddle portion 6 of the tank not shown in FIG. The flat lower surface 7 of the saddle portion has a maximum length in a direction transverse to the long axis 2 of the ship. As can already be seen in FIG. 1, the flat lower surface 7 of the saddle portion 6 has approximately the width of the tank in this direction. A console 14 is disposed in front of and behind each saddle portion in the vicinity of the long axis 2 of the ship, in a state of being integrally formed with a plate forming the flat lower surface 7 of the saddle portion. In the console 14, webs 12 also shown in FIG. 6 are arranged on the long axis 2 of the ship. Further, in the support portion 21 on the rear side when viewed in the traveling direction of the ship, the web 10 shown in FIGS. 2 and 4 is disposed on the flat lower surface 7 of the saddle portion in a direction transverse to the long axis 2 of the ship. ing. The web 10 receives forces parallel to the long axis 2 of the ship and prevents the tank from being displaced in the direction of the long axis 2 of the ship with respect to the hull. The web 12 receives a force transverse to the long axis of the ship and prevents the tank from being displaced relative to the hull transverse to the long axis 2 of the ship.

別案では、ウェブ１０は船舶の進行方向で見て後側の支承部２１にではなく、船舶の進行方向で見て前側の支承部２２に配置されている。さらに、各図面の図とは異なり、サドル部分６の平坦な下面７は多部分でできていてよく、および／または長方形とは異なっていてよい。さらにウェブ１２は、サドル部分６の別個の区域に設けられていてよく、および／または異なる個数で設けられていてよい。 As an alternative, the web 10 is arranged not on the rear bearing part 21 when viewed in the direction of travel of the ship but on the front bearing part 22 when viewed in the direction of travel of the ship. Further, unlike the figures of the drawings, the flat lower surface 7 of the saddle portion 6 may be made of multiple parts and / or may be different from a rectangle. Furthermore, the webs 12 may be provided in separate areas of the saddle portion 6 and / or may be provided in different numbers.

双胴型のタンクを支承する本発明の装置を備えた船舶を示す、簡略化した横断面図である。1 is a simplified cross-sectional view showing a ship equipped with a device according to the invention for supporting a catamaran tank. 図１の装置とタンクを、船の長手方向で見て後側にある基礎部分とサドル部分との領域で示す部分縦断面図である。It is a fragmentary longitudinal cross-sectional view which shows the apparatus and tank of FIG. 1 in the area | region of the foundation part and saddle part which are the rear side seeing in the longitudinal direction of a ship. 前側の基礎部分とサドル部分との領域における、図２に対応する部分縦断面図である。FIG. 3 is a partial longitudinal sectional view corresponding to FIG. 2 in a region of a front base portion and a saddle portion. 図２の一部分を示す拡大詳細図である。FIG. 3 is an enlarged detail view showing a part of FIG. 2. 図３の一部分を示す拡大詳細図である。FIG. 4 is an enlarged detail view showing a part of FIG. 3. タンクのサドル部分にあるコンソールと、これに付属する船舶側の支持部とを示す部分横断面図である。It is a fragmentary sectional view which shows the console in the saddle part of a tank, and the support part by the side of the ship attached to this. 図６のＡ−Ａ線に沿った断面図である。It is sectional drawing along the AA line of FIG. 本発明による装置のサドル部分の平坦な下面を示す模式図である。FIG. 3 is a schematic view showing a flat lower surface of a saddle portion of the apparatus according to the present invention.

符号の説明Explanation of symbols

１ 船胴
２ 船の長軸
３ タンク
４ 基礎部分
５ 平坦な上面
６ サドル部分
７ 平坦な下面
８ 絶縁層
１０ 横向きのウェブ
１１ 横向きの切欠き
１２ 縦向きのウェブ
１３ 縦向きの切欠き
１４ コンソール
１５ 支持部
１６ コンソールと支持部の間の絶縁層
２１ 前側のサドル部分
２２ 後側のサドル部分 DESCRIPTION OF SYMBOLS 1 Hull 2 Ship's long axis 3 Tank 4 Base part 5 Flat upper surface 6 Saddle part 7 Flat lower surface 8 Insulating layer 10 Horizontal web 11 Horizontal cut 12 Vertical web 13 Vertical cut 14 Console 15 Support part 16 Insulating layer 21 between console and support part Saddle part 22 on the front side Saddle part on the rear side

Claims (11)

船舶（１）で特にＬＮＧなどの液体ガスのための独立型の円筒状のタンク（３）を支承する装置であって、船舶（１）の長手方向または横方向で互いに間隔をおきながら船体に取り付けられ、前記タンク（３）を受けるために前記タンク（３）の形状に適合化されたサドル部分（６）をそれぞれ支持する少なくとも２つの基礎部分（４）と、前記タンク（３）に対して前記基礎部分（４）を熱絶縁するために各々の前記サドル部分（６）に設けられた絶縁層（８）と、前記絶縁層（８）のところで前記タンク（３）と少なくとも１つの基礎部分（４）の間の相対運動をタンク長手方向に許容する、前記基礎部分（４）の上で前記タンク（３）を保持するための固定部（１０；１２；１５）とを備えている、そのような装置において、
各々の前記サドル部分（６）は前記タンク（３）に直接取り付けられるとともに平坦な下面（７）を有しており、
各々の前記基礎部分（４）は平坦な上面（５）を有しており、
すべての前記下面および上面（７；５）は互いに平行であり、
前記絶縁層（８）はそれぞれ前記サドル部分（６）の前記下面（７）とこれに対応する前記基礎部分（４）の前記上面（５）との間に配置されており、
前記固定部（１０；１２；１５）は前記絶縁層（８）の表面または内部における各々の前記サドル部分（６）と前記基礎部分（４）の間の限定された相対運動を許容することを特徴とする装置。 A device for supporting a stand-alone cylindrical tank (3) for liquid gas such as LNG, in particular on a ship (1), which is spaced from each other in the longitudinal or lateral direction of the ship (1). At least two foundation parts (4), each supporting a saddle part (6) fitted and adapted to the shape of said tank (3) for receiving said tank (3), and against said tank (3) An insulating layer (8) provided on each saddle portion (6) to thermally insulate the base portion (4), and the tank (3) and at least one foundation at the insulating layer (8). A fixing part (10; 12; 15) for holding the tank (3) on the base part (4), allowing relative movement between the parts (4) in the longitudinal direction of the tank In such a device,
Each said saddle portion (6) is directly attached to said tank (3) and has a flat lower surface (7);
Each said base part (4) has a flat upper surface (5);
All said lower and upper surfaces (7; 5) are parallel to each other;
The insulating layers (8) are respectively disposed between the lower surface (7) of the saddle portion (6) and the corresponding upper surface (5) of the base portion (4);
The fixing part (10; 12; 15) allows limited relative movement between each saddle part (6) and the base part (4) on or inside the insulating layer (8). Features device. 前記絶縁層（８）は耐圧性でせん断強さのある材料でできており、好ましくは圧縮木材でできていることを特徴とする、請求項１に記載の装置。   Device according to claim 1, characterized in that the insulating layer (8) is made of a pressure-resistant and shear-resistant material, preferably of compressed wood. 各々の前記絶縁層（８）は前記基礎部分（４）の前記上面（５）に堅固に取り付けられており、それにより前記サドル部分（６）と前記基礎部分（４）の間の相対運動が前記サドル部分（６）の前記下面（７）に沿って行われることを特徴とする、請求項２に記載の装置。   Each said insulating layer (8) is rigidly attached to said upper surface (5) of said base part (4), so that relative movement between said saddle part (6) and said base part (4) is achieved. Device according to claim 2, characterized in that it takes place along the lower surface (7) of the saddle part (6). 前記基礎部分（４）の上で前記タンク（３）を保持するための前記固定部は前記サドル部分（６）の前記下面（７）に定置のウェブ（１０；１２）を含んでおり、該ウェブは垂直方向に屹立するとともに、前記絶縁層（８）にある対応する切欠き（１１；１３）に収容されていることを特徴とする、請求項３に記載の装置。   The fixing part for holding the tank (3) on the base part (4) comprises a stationary web (10; 12) on the lower surface (7) of the saddle part (6), 4. Device according to claim 3, characterized in that the web stands upright and is received in a corresponding notch (11; 13) in the insulating layer (8). 前記サドル部分（６）の前記下面（７）にはタンク長手方向に対して横向きに延びる少なくとも１つのウェブ（１０）が設けられていることを特徴とする、請求項４に記載の装置。   5. Device according to claim 4, characterized in that at least one web (10) is provided on the lower surface (7) of the saddle part (6) which extends transversely to the longitudinal direction of the tank. 各々の前記サドル部分（６）の前記下面（７）には、前記タンク（３）の横方向に関して中央に、タンク長手方向に延びる少なくとも１つのウェブ（１２）が設けられていることを特徴とする、請求項４または５に記載の装置。   The lower surface (7) of each saddle portion (6) is provided with at least one web (12) extending in the longitudinal direction of the tank in the center with respect to the lateral direction of the tank (3). The device according to claim 4 or 5. 前記基礎部分（４）の上で前記タンク（３）を保持するための前記固定部は各々の前記サドル部分（６）に１つまたは複数のコンソール（１４）を含んでおり、該コンソールは前記タンク（３）の横方向に関して中央で前記サドル部分（６）に構成されており、タンク長手方向を向いており、船体と結合された支持部（１５）の下側にそれぞれ配置されており、前記支持部（１５）と前記コンソール（１４）の間には熱絶縁をするための絶縁層（１６）が挿入されていることを特徴とする、請求項１から６までのいずれか１項に記載の装置。   The securing part for holding the tank (3) on the base part (4) includes one or more consoles (14) in each saddle part (6), the console comprising the console The saddle portion (6) is configured in the center with respect to the lateral direction of the tank (3), faces the longitudinal direction of the tank, and is respectively disposed below the support portion (15) coupled to the hull. The insulating layer (16) for heat insulation is inserted between the support portion (15) and the console (14), according to any one of claims 1 to 6, The device described. タンク長手方向に延びる前記ウェブ（１２）は前記コンソール（１４）の領域に設けられていることを特徴とする、請求項６および７に記載の装置。   Device according to claims 6 and 7, characterized in that the web (12) extending in the tank longitudinal direction is provided in the region of the console (14). 双胴型の圧力タンク（３）のための、請求項１から８までのいずれか１項に記載の装置。   9. The device according to claim 1, wherein the device is for a twin-barrel pressure tank. 船舶（１）で特にＬＮＧなどの液体ガスを輸送するための双胴型の圧力タンク（３）において、前記圧力タンク（３）の長手方向で互いに間隔をおきながら前記圧力タンク（３）に取り付けられ、平坦な下面（７）を有している、船舶（１）で前記圧力タンクを支承するための少なくとも２つのサドル部分（６）を備えており、すべての前記下面（７）は互いに平行であるとともに、前記下面（７）に垂直に屹立するウェブ（１０；１２）を有しており、そのうち１つまたは複数のウェブ（１０）は前記サドル部分（６）で前記圧力タンク（３）の長手方向に対して横向きに延びており、各々の前記サドル部分（６）には少なくとも１つのウェブ（１２）が前記圧力タンク（３）の横方向に関して中央に前記圧力タンク（３）の長手方向へ延びている圧力タンク。   In a twin-barrel pressure tank (3) for transporting liquid gas such as LNG in the ship (1), it is attached to the pressure tank (3) while being spaced apart from each other in the longitudinal direction of the pressure tank (3). Provided with at least two saddle parts (6) for supporting the pressure tank in a ship (1), having a flat lower surface (7), all the lower surfaces (7) being parallel to each other And has a web (10; 12) standing upright on the lower surface (7), one or more of the webs (10) being at the saddle portion (6) at the pressure tank (3). Each of the saddle portions (6) has at least one web (12) centered with respect to the transverse direction of the pressure tank (3) in the longitudinal direction of the pressure tank (3). Extending in the direction And that pressure tank. 特にＬＮＧなどの液体ガスのためのタンク（３）と請求項１から９までのいずれか１項に記載の装置を備えており、または請求項１０に記載の双胴型の圧力タンク（３）を備えている船舶（１）。   11. A tank (3) for a liquid gas, in particular LNG, and a device according to any one of claims 1 to 9, or a twin-barrel pressure tank (3) according to claim 10. A ship (1) comprising:
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JP2019515215A (en) * 2016-05-10 2019-06-06 ワルトシラ フィンランド オサケユキチュア Tank device
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US10730591B2 (en) 2016-11-07 2020-08-04 AC-INOX GmbH Multi-lobe cargo tank
JP2021059329A (en) * 2016-11-07 2021-04-15 アーツェー‐イノックス ゲーエムベーハー Multi-lobe tank
KR20190013524A (en) 2017-07-31 2019-02-11 카와사키 주코교 카부시키 카이샤 Bi-lobe tank

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WO2007062770A3 (en) 2007-07-26
DE502006002978D1 (en) 2009-04-09
ATE423726T1 (en) 2009-03-15
CN101321662A (en) 2008-12-10
EP1945498B1 (en) 2009-02-25
DE102005057451A1 (en) 2007-06-14
EP1945498A2 (en) 2008-07-23
JP4837046B2 (en) 2011-12-14
CN101321662B (en) 2010-09-29
KR101066920B1 (en) 2011-09-27

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