Design method, system and terminal of LNG ship

Abstract

The application provides a design method, system and terminal of an LNG ship, which fully considers a ship operation route, a wharf, a sailing speed, a sailing distance, a sailing period requirement, a ship type design scheme, matching wind, wave and flow load information of the operation route, structure load limitation, and meets limitation requirements of the wharf on a maximum allowed cargo hold capacity, a ship length, a ship width, a maximum draught and an air draught height of the ship, so that the operation compatibility of the ship can be improved. Meanwhile, based on a preset hold type change rule, a hold type shape, a hold type depth and a hatch cover deck height are changed to obtain multiple hold types, then a containment system construction cost of each hold type is calculated in sequence, through cyclic calculation and comparison, a final hold type with the minimum construction cost is obtained, the containment system construction cost is the lowest, the construction efficiency is improved, and the construction cost is saved. In addition, the method does not need to refer to a parent ship design, is suitable for a brand-new project research and development, and can be popularized to various ship designs, and has a wide application prospect.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding and design technology, and in particular to a design method, system and terminal for LNG ships. Background Technology

[0002] Existing ship general arrangement design methods are based on given master dimensions such as length, beam, and depth. The design involves creating the hull form, dividing the ship's space, and then designing the cargo tank shape. This method is often suitable for copy designs with a parent ship as a reference, but not for entirely new project development. Furthermore, it fails to consider factors such as the ship's operational routes, berthing locations, and construction costs during the general arrangement process. For example, for Mark III Flex LNG carriers, construction and operational characteristics have a significant impact on the overall performance and production costs. Existing general arrangement design methods struggle to achieve optimal solutions. Therefore, designing a general arrangement method for LNG carriers is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0003] In view of the shortcomings of the prior art described above, the present invention provides a design method for LNG ships, comprising the following steps:

[0004] S1: Provide the vessel's technical requirements, including the vessel's operating route, docking points, speed, and voyage duration;

[0005] S2: Based on the ship's technical requirements, a pre-set parametric database is used to determine the ship's beam, effective LNG capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water.

[0006] S3: Based on the ship's effective LNG cargo capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water, apply the preset space division rules to determine the overall space division scheme for the compartments.

[0007] S4: Based on the LNG effective capacity and total space division scheme, the container shape, depth, and container cover deck height are determined using the preset LNG container type database.

[0008] S5: Based on the described cabin shape, apply the preset material BOM database to calculate the construction cost of the enclosure system for the LNG cabin, and set the construction cost of the enclosure system for this cabin as the baseline value C0.

[0009] S6: Based on the aforementioned compartmentalized overall space division scheme, apply the preset compartment type change rules to change the compartment shape, depth, and deck height to obtain k compartment types. Calculate the enclosure system construction cost Cx for each of these k compartment types sequentially according to S5. When Cx is less than C0, replace C0 with Cx to form a new baseline value, C0 = Cx; when Cx is greater than C0, C0 remains unchanged; the final C0 is the minimum construction cost among the k compartment type changes.

[0010] S7: Based on the cabin shape, depth, and deck height corresponding to C0 obtained in step S6, apply the preset line constraint rules to determine the minimum envelope of the ship's line surface.

[0011] Preferably, the parameterized database preset in step S2 includes:

[0012] The wind, wave, and current load information and structural load requirements of nine global LNG operating routes limit the performance of ship parameters such as roll and wave riding, thereby constraining the high values ​​of initial stability and high values ​​of ship center of gravity under full load and ballast conditions.

[0013] The restrictions on the maximum permissible cargo hold capacity, ship length, ship width, maximum draft, and air draft of 129 LNG receiving terminals and 28 LNG export terminals worldwide;

[0014] The estimated daily consumption of fuel oil, lubricating oil, and fresh water can be used to determine the total volume of fuel oil, lubricating oil, and fresh water that the ship needs to carry, based on the route, speed, and voyage duration.

[0015] Preferably, the preset spatial division rules in step S3 include:

[0016] The principle for determining the effective LNG cargo capacity is that the 2nd, 3rd, and 4th cargo tanks in the LNG cargo tank should have equal capacity, the same dimensions, and the same shape. The capacity of the 1st cargo tank should be smaller than that of the 2nd, 3rd, and 4th cargo tanks.

[0017] The fuel tanks are located in multiple areas, at the front and rear of the liquid cargo tanks respectively; the fresh water tanks should be located behind the fuel tanks, and the lubricating oil tanks should be located between the fuel tanks and the fresh water tanks.

[0018] The priority order for spatial division should be: liquid cargo tanks, ballast tanks, fuel oil tanks, fresh water tanks, and lubricating oil tanks, in that order. After spatial division, the overall center of gravity of the ship should be calculated based on the position of each tank and the volume of each tank obtained in step S2. The position result should match the center of gravity position determined in S2. If there is any inconsistency or deviation, spatial division adjustment is required. The adjustment order should be: fuel oil tanks, ballast tanks, liquid cargo tanks, fresh water tanks, and lubricating oil tanks, in that order.

[0019] Preferably, the LNG container type database preset in step S4 includes:

[0020] The length, width, and height of the No. 1, 2, 3, and 4 liquid cargo tanks are all 340×A+(112.5+C)×2 mm, where A is an integer and C is one of 170, 300, and 380.

[0021] Typical cross-sectional templates for cargo tanks 2, 3, and 4; typical cross-sectional template for cargo tank 1.

[0022] Standard values ​​for the distance difference between the height of the liquid cargo tank and the depth and height of the container cover deck.

[0023] Preferably, step S5 presets a material BOM database, including:

[0024] Template data for insulation boxes in straight sections, template data for dihedral insulation boxes, template data for trihedral insulation boxes, template data for secondary shielding materials in straight sections, template data for secondary shielding materials in dihedral sections, template data for secondary shielding materials in trihedral sections, template data for primary shielding materials in straight sections, template data for primary shielding materials in dihedral sections, template data for primary shielding materials in trihedral sections, template data for scaffolding of No. 1 liquid cargo tank, template data for scaffolding of No. 2, No. 3, and No. 4 liquid cargo tanks;

[0025] The template data includes the component dimensions, material unit cost, and construction unit cost for each element.

[0026] Preferably, step S6 presets cabin type change rules, including:

[0027] The order and magnitude of changes in the length, width, and height of the liquid cargo tank are as follows: priority order of changes is: height, width, length, and the magnitude of changes is an integer multiple of 340 mm.

[0028] Preferably, k is not less than 20.

[0029] Preferably, step S7 presets line type restriction rules, including:

[0030] When the volume Vc of cargo tanks 1, 2, 3, and 4 is between 5,000 cubic meters and 30,000 cubic meters, the distance between the hull plating and the cargo tanks satisfies d = 0.8 + Vc / 25,000 meters.

[0031] When the volume Vc of cargo tanks 1, 2, 3, and 4 is greater than 30,000 cubic meters, the distance between the hull plating and the cargo tanks satisfies d = 2 meters.

[0032] The present invention also provides a system for implementing the above-described LNG ship design method, comprising:

[0033] The input module is used to input the vessel's technical requirements, including the vessel's operating route, docking stations, speed, and voyage duration.

[0034] The calculation module is used to calculate the ship's width, effective LNG capacity, full-load center of gravity position and ballast tank, fuel oil, lubricating oil, fresh water and other loading volumes, total space division scheme, tank shape, depth, container cover deck height, and containment system construction cost C0.

[0035] The results output module is used to output the minimum envelope of the ship's linear surface.

[0036] The present invention also provides a terminal, including a processor and a memory, wherein the memory is used to store computer programs;

[0037] The processor is used to execute the computer program stored in the memory, so that the terminal executes the LNG ship design method.

[0038] As described above, this invention provides a design method, system, and terminal for LNG carriers. This design method fully considers the requirements of the ship's operating route, terminal, speed, and voyage duration. The ship design scheme matches the wind, wave, and current load information and structural load limitations of the operating route, and meets the terminal's restrictions on the ship's maximum permissible cargo hold capacity, length, beam, maximum draft, and air draft, thus improving the ship's operational compatibility. Simultaneously, based on preset compartment variation rules, various compartment shapes, depths, and deck heights are obtained by varying the compartment shape. Then, the construction cost of the containment system for each compartment shape is calculated sequentially. Through iterative calculation and comparison, the compartment shape with the lowest construction cost is obtained, achieving the lowest possible containment system construction cost, improving construction efficiency, and saving construction costs. Furthermore, this method does not require reference to a parent ship design, making it suitable for new project development. Moreover, this design method can be extended to various ship designs, demonstrating broad application prospects. Attached Figure Description

[0039] Figure 1 The diagram shown is a flowchart illustrating the design method of this invention.

[0040] Figure 2 The diagram shown is a schematic of a system for implementing the design method of the present invention.

[0041] Figure 3 The diagram shown is a terminal for implementing the design method of the present invention. Detailed Implementation

[0042] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0043] In the detailed description of embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged and not to scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In actual fabrication, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0044] For ease of description, spatial relation terms such as “below,” “under,” “lower than,” “below,” “above,” and “upper” may be used herein to describe the relationship between one element or feature shown in the accompanying drawings and other elements or features. It will be understood that these spatial relation terms are intended to include directions other than those depicted in the drawings for the device in use or operation. Furthermore, when a layer is referred to as being “between” two layers, it can be the only layer between the two layers, or there may be one or more layers in between. The phrase “between” as used herein includes both endpoint values.

[0045] In the context of this application, the structure described above the first feature may include embodiments in which the first and second features are formed in direct contact, or embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0046] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0047] like Figure 1 As shown, the present invention provides a design method for an LNG carrier, comprising the following steps:

[0048] S1: Provide the vessel's technical requirements, including the vessel's operating route, docking points, speed, and voyage duration;

[0049] S2: Based on the ship's technical requirements, a pre-set parametric database is used to determine the ship's beam, effective LNG capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water.

[0050] The pre-defined parameterized database includes:

[0051] Information on wind, wave, and current loads and structural load requirements of nine major LNG operating routes worldwide restricts the performance of ship parameters such as roll and wave riding, thereby constraining the high values ​​of initial stability and center of gravity of the ship under full load and ballast conditions.

[0052] The restrictions on the maximum permissible cargo hold capacity, ship length, ship width, maximum draft, and air draft of 129 LNG receiving terminals and 28 LNG export terminals worldwide;

[0053] The estimated daily consumption of fuel oil, lubricating oil, and fresh water can be used to determine the total volume of fuel oil, lubricating oil, and fresh water that the ship needs to carry, based on the route, speed, and voyage duration.

[0054] S3: Based on the ship's effective LNG cargo capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water, apply the preset space division rules to determine the overall space division scheme for the compartments.

[0055] Specifically, the preset spatial division rules include:

[0056] The principle for determining the effective LNG cargo capacity is as follows: the 2nd, 3rd, and 4th cargo tanks in the LNG cargo tank should have equal capacity, the same dimensions, and the same shape. The capacity of the 1st cargo tank should be slightly smaller than that of the 2nd, 3rd, and 4th cargo tanks. Usually, an LNG ship includes 4 cargo tanks, arranged sequentially from the bow. Because the 1st cargo tank is close to the bow and is constrained by space, it will be slightly smaller than the capacity of the other cargo tanks.

[0057] Fuel tanks should be located in multiple areas, respectively at the front and rear of the liquid cargo tanks; fresh water tanks should be located behind the fuel tanks, and lubricating oil tanks should be located between the fuel tanks and the fresh water tanks.

[0058] The priority order for spatial division should be: liquid cargo tanks, ballast tanks, fuel oil tanks, fresh water tanks, and lubricating oil tanks, in that order. After spatial division, based on the location of each tank and the volume of each tank obtained in step S2, the overall center of gravity of the entire ship can be calculated. The position result should match the center of gravity position determined in S2. If there is any inconsistency, spatial division adjustment is required. The adjustment order should be: fuel oil, ballast tanks, liquid cargo tanks, fresh water, and lubricating oil, in that order. Because the center of gravity position in step S2 is a value obtained by comprehensively considering seawater waves, structural loads, etc., to ensure navigational safety, the overall center of gravity position of the ship after the compartment division in step S3 should meet the center of gravity position requirement determined in S2.

[0059] S4: Based on the LNG effective capacity and total space division scheme, the container shape, depth, and container cover deck height are determined using the preset LNG container type database.

[0060] The pre-defined LNG container type database includes:

[0061] The length, width, and height of the No. 1, 2, 3, and 4 liquid cargo tanks should all be 340 × A + (112.5 + C) × 2 mm, where A is an integer and C is one of 170, 300, or 380 mm.

[0062] Typical cross-sectional templates for cargo tanks 2, 3, and 4; typical cross-sectional template for cargo tank 1.

[0063] Standard values ​​for the distance difference between the height of the liquid cargo tank and the depth and height of the container cover deck.

[0064] S5: Based on the described cabin shape, apply the preset material BOM database to calculate the construction cost of the enclosure system for the LNG cabin, and set the construction cost of the enclosure system for this cabin as the baseline value C0.

[0065] Pre-set material BOM database, including:

[0066] Template data for insulation boxes in straight sections, template data for dihedral insulation boxes, template data for trihedral insulation boxes, template data for secondary shielding materials in straight sections, template data for secondary shielding materials in dihedral sections, template data for secondary shielding materials in trihedral sections, template data for primary shielding materials in straight sections, template data for primary shielding materials in dihedral sections, template data for primary shielding materials in trihedral sections, template data for scaffolding of cargo tank No. 1, and template data for scaffolding of cargo tanks No. 2, 3, and 4.

[0067] The template data includes the component dimensions, material unit cost, and construction unit cost for each element.

[0068] As the core of the liquid cargo tank, the containment system is characterized by its complex structure, low operating environment, and high sealing requirements. The Mark III containment system includes components such as a primary shielding layer, a secondary shielding layer, and an insulation layer. Scaffolding is also required during construction, necessitating the calculation of construction costs for these materials.

[0069] S6: Based on the aforementioned compartmentalized overall space division scheme, apply the preset compartment type change rules to change the compartment shape, depth, and deck height, resulting in k compartment types. Calculate the enclosure system construction cost Cx for each of these k compartment types sequentially according to step 5. When Cx is less than C0, replace C0 with Cx to form a new baseline value, C0 = Cx; when Cx is greater than C0, C0 remains unchanged. The final C0 is obtained, which represents the minimum construction cost across the k compartment type changes.

[0070] The preset cabin type change rules include: the order and magnitude of changes in the length, width, and height of the liquid cargo tank. The priority order of changes should be: height, width, length. The change magnitude should be an integer multiple of 340 mm. That is, first iterate through Cx for all height values, then iterate through Cx for all width values, and finally iterate through Cx for all height values. Here, k also represents the number of consecutive cabin type changes, that is, a total of k cabin types were calculated, and k is not less than 20.

[0071] S7: Based on the cabin shape, depth, and deck height corresponding to C0 obtained in step S6, apply the preset line constraint rules to determine the minimum envelope of the ship's line surface.

[0072] Preset linetype constraint rules, including:

[0073] When the volume Vc of cargo tanks 1, 2, 3, and 4 is between 5000 m³ and 30000 m³, the distance between the hull plating and the cargo tanks should satisfy d = 0.8 + Vc / 25000 m.

[0074] When the volume Vc of cargo tanks 1, 2, 3, and 4 is greater than 30,000 cubic meters, the distance between the hull plating and the cargo tanks should be d=2 meters.

[0075] The present invention also provides a system, such as Figure 2 As shown, the design method for implementing the above-mentioned LNG ship includes:

[0076] The input module is used to input the vessel's technical requirements, including the vessel's operating route, docking stations, speed, and voyage duration.

[0077] The calculation module is used to calculate the ship's width, effective LNG capacity, full-load center of gravity position and ballast tank, fuel oil, lubricating oil, fresh water and other loading volumes, total space division scheme, tank shape, depth, container cover deck height, and containment system construction cost C0.

[0078] The results output module is used to output the minimum envelope of the ship's linear surface.

[0079] The present invention also provides a terminal, such as Figure 3 As shown, it includes a processor and memory;

[0080] The memory is used to store computer programs;

[0081] The processor is used to execute the computer program stored in the memory, so that the terminal performs the above-described LNG ship design method.

[0082] The memory is used to store computer programs; preferably, the memory includes various media capable of storing program code, such as ROM, RAM, magnetic disk, USB flash drive, memory card or optical disk.

[0083] The processor is connected to the memory and is used to execute the computer program stored in the memory. Preferably, the processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0084] In summary, this invention provides a design method, system, and terminal for LNG carriers. This design method fully considers the requirements of the ship's operating route, terminal, speed, and voyage duration. The ship design scheme matches the wind, wave, and current load information and structural load limitations of the operating route, and meets the terminal's restrictions on the ship's maximum permissible cargo hold capacity, length, beam, maximum draft, and air draft, thus improving the ship's operational compatibility. Simultaneously, based on preset compartment variation rules, various compartment shapes, depths, and deck heights are obtained by varying the compartment shape. Then, the construction cost of the containment system for each compartment shape is calculated sequentially. Through iterative calculation and comparison, the compartment shape with the lowest construction cost is obtained, achieving the lowest possible containment system construction cost, improving construction efficiency, and saving construction costs. Furthermore, this method does not require reference to a parent ship design, making it suitable for new project development. Moreover, this design method can be extended to various ship designs, demonstrating broad application prospects.

[0085] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A design method for an LNG carrier, characterized in that, Includes the following steps: S1: Provide the vessel's technical requirements, including the vessel's operating route, docking points, speed, and voyage duration; S2: Based on the ship's technical requirements, a pre-set parametric database is used to determine the ship's beam, effective LNG capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water. The default parameterized database includes: The wind, wave, and current load information and structural load requirements of nine global LNG operating routes limit the performance of ship parameters such as roll and wave riding, thereby constraining the high values ​​of initial stability and high values ​​of ship center of gravity under full load and ballast conditions. The restrictions on the maximum permissible cargo hold capacity, ship length, ship width, maximum draft, and air draft of 129 LNG receiving terminals and 28 LNG export terminals worldwide; The estimated daily consumption of fuel oil, lubricating oil, and fresh water is used to determine the total volume of fuel oil, lubricating oil, and fresh water that the ship needs to carry, based on the route, speed, and voyage duration. S3: Based on the ship's effective LNG cargo capacity, full-load center of gravity position, and the loading volume of ballast tanks, fuel oil, lubricating oil, and fresh water, apply the preset space division rules to determine the overall space division scheme for the compartments. S4: Based on the aforementioned LNG effective capacity and total space division scheme, the pre-set LNG container type database is used to determine the container shape, depth, and container deck height; the pre-set LNG container type database includes: The length, width, and height of the No. 1, 2, 3, and 4 liquid cargo tanks are all 340×A+(112.5+C)×2 mm, where A is an integer and C is one of 170, 300, and 380. Typical cross-sectional templates for cargo tanks 2, 3, and 4; typical cross-sectional template for cargo tank 1. Standard values ​​for the distance difference between the height of the liquid cargo tank and the depth and height of the container cover deck; S5: Based on the described cabin shape, apply the preset material BOM database to calculate the construction cost of the enclosure system for the LNG cabin, and set the construction cost of the enclosure system for this cabin as the baseline value C0. S6: Based on the aforementioned compartmentalized overall space division scheme, apply the preset compartment type change rules to change the compartment shape, depth, and deck height to obtain k compartment types. Calculate the enclosure system construction cost Cx for each of these k compartment types sequentially according to S5. When Cx is less than C0, replace C0 with Cx to form a new baseline value, C0 = Cx; when Cx is greater than C0, C0 remains unchanged. The final C0 is the minimum construction cost among the k compartment type changes. The preset compartment type change rules include: the order and magnitude of changes in the length, width, and height of the liquid cargo tank. The priority order of changes is: height, width, length, and the magnitude of the change is an integer multiple of 340 millimeters. S7: Based on the cabin shape, depth, and deck height corresponding to C0 obtained in step S6, apply the preset line constraint rules to determine the minimum envelope of the ship's line surface; the preset line constraint rules include: When the volume Vc of cargo tanks 1, 2, 3, and 4 is between 5,000 cubic meters and 30,000 cubic meters, the distance between the hull plating and the cargo tanks satisfies d = 0.8 + Vc / 25,000 meters. When the volume Vc of cargo tanks 1, 2, 3, and 4 is greater than 30,000 cubic meters, the distance between the hull plating and the cargo tanks satisfies d = 2 meters.

2. The design method for LNG carriers according to claim 1, characterized in that, Step S3 includes the preset space division rules, including: The principle for determining the effective LNG cargo capacity is that the 2nd, 3rd, and 4th cargo tanks in the LNG cargo tank should have equal capacity, the same dimensions, and the same shape. The capacity of the 1st cargo tank should be smaller than that of the 2nd, 3rd, and 4th cargo tanks. The fuel tanks are located in multiple areas, at the front and rear of the liquid cargo tanks respectively; the fresh water tanks should be located behind the fuel tanks, and the lubricating oil tanks should be located between the fuel tanks and the fresh water tanks. The priority order for spatial division should be: liquid cargo tanks, ballast tanks, fuel oil tanks, fresh water tanks, and lubricating oil tanks, in that order. After spatial division, the overall center of gravity of the ship should be calculated based on the position of each tank and the volume of each tank obtained in step S2. The position result should match the center of gravity position determined in S2. If there is any inconsistency or deviation, spatial division adjustment is required. The adjustment order should be: fuel oil tanks, ballast tanks, liquid cargo tanks, fresh water tanks, and lubricating oil tanks, in that order.

3. The design method for LNG carriers according to claim 1, characterized in that, Step S5 presets the material BOM database, including: Template data for insulation boxes in straight sections, template data for dihedral insulation boxes, template data for trihedral insulation boxes, template data for secondary shielding materials in straight sections, template data for secondary shielding materials in dihedral sections, template data for secondary shielding materials in trihedral sections, template data for primary shielding materials in straight sections, template data for primary shielding materials in dihedral sections, template data for primary shielding materials in trihedral sections, template data for scaffolding of No. 1 liquid cargo tank, template data for scaffolding of No. 2, No. 3, and No. 4 liquid cargo tanks; The template data includes the component dimensions, material unit cost, and construction unit cost for each element.

4. The design method for LNG carriers according to claim 1, characterized in that, k is not less than 20.

5. A system, characterized in that, The design method for implementing any one of the LNG carriers described in claims 1-4 includes: The input module is used to input the vessel's technical requirements, including the vessel's operating route, docking stations, speed, and voyage duration. The calculation module is used to calculate the ship's width, effective LNG capacity, full-load center of gravity position and ballast tank, fuel oil, lubricating oil, fresh water and other loading volumes, total space division scheme, tank shape, depth, container cover deck height, and containment system construction cost C0. The results output module is used to output the minimum envelope of the ship's linear surface.

6. A terminal, comprising a processor and a memory, characterized in that, The memory is used to store computer programs; The processor is used to execute the computer program stored in the memory so that the terminal performs the LNG ship design method according to any one of claims 1-4.

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