Liquefied gas transport ship

Abstract

The liquefied gas transport ship comprises a ship body, a first type cabin and a second type cabin, the first type cabin and the second type cabin are arranged in the ship body, a gap is formed between the outer wall of the second type cabin and the inner wall of the first type cabin, a first liquid cargo cavity is formed, the second type cabin is provided with a second liquid cargo cavity, and the first liquid cargo cavity and the second liquid cargo cavity are separated from each other; the first type cabin is a film type cabin, and the second type cabin is an A-type independent liquid cargo cabin, a B-type independent liquid cargo cabin or a C-type independent liquid cargo cabin. The pressure in the second liquid cargo cavity is borne by the second type cabin, the pressure in the first liquid cargo cavity is borne by the film type cabin, and a part of the pressure inside and outside the second type cabin can be mutually balanced, so that the pressure borne by the first type cabin and the pressure borne by the second type cabin are small, and the first type cabin and the second type cabin can be made larger and longer; the space utilization rate and the transportation efficiency of the ship body are greatly improved; in addition, liquid in the first liquid cargo cavity can have a cold insulation effect on the second type cabin, and the evaporation rate of the second type cabin is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of liquid cargo ships, in particular to a liquefied gas transport ship. Background Art

[0002] At present, China ranks first in the world in terms of the number of ships built. For liquefied gas carriers or liquefied gas fuel-powered ships, the liquefied gas they carry is stored in a liquefied gas tank in a liquid state to maximize the space saved in ship layout. The IGC code, International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, divides liquefied gas tanks into type A independent liquid cargo tanks, type B independent liquid cargo tanks, type C independent liquid cargo tanks, and membrane tanks; the above tanks are mostly used in large ships and marine engineering structures, and their functions include but are not limited to being used as tanks for transporting liquefied gas, as liquefied gas fuel tanks, etc. At present, small LNG carriers mainly use two-cabin C-type tanks, medium and large LNG carriers mainly use four-cabin membrane tanks, and ultra-large LNG carriers mainly use three-cabin membrane tanks. The liquefied gases they carry include but are not limited to liquefied natural gas (LNG), liquid ammonia (NH3), liquefied ethylene (LEG), etc., liquid hydrogen (H2), liquefied petroleum gas (LPG), etc.

[0003] Liquefied gas is usually stored in a liquefied gas tank in a cryogenic liquid state. For example, at a storage pressure of 1 bara, liquefied natural gas is about -162°C, liquid ammonia is about -33.5°C, liquefied ethylene is about -104°C, liquefied petroleum gas is about -40°C, and liquid hydrogen is about -252°C. In order to maintain the liquefied gas state, it is necessary to lay a layer of insulation on the outside of the liquefied gas tank, or use double-layer vacuum insulation to block the heat outside the tank from penetrating into the tank as much as possible, causing the liquefied gas to evaporate and produce boil-off gas. The generation of boil-off gas will not only cause the quality of the liquefied gas to deteriorate, but also cause overpressure in the tank, threatening the safety of the tank and the ship.

[0004] Since the membrane tank has a low pressure bearing capacity, the body of a single membrane tank cannot be made too large. Existing LNG tankers with membrane tanks need to use multiple independent membrane tanks, and isolation empty tanks need to be set at both ends of each membrane tank to ensure the safety of each membrane tank. However, this will greatly reduce the space utilization rate of the LNG tanker; moreover, the evaporation rate of the membrane tank is also relatively high, which leads to a decrease in the transportation efficiency of the LNG tanker with membrane tanks and an increase in safety hazards. Summary of the invention

[0005] In order to overcome the shortcomings and deficiencies in the prior art, the purpose of the present invention is to provide a liquefied gas transport ship to solve the problems of low space utilization and transportation efficiency and high evaporation rate of liquefied gas transport ships with membrane tanks in the prior art.

[0006] The object of the present invention is achieved by the following technical solutions: The present invention provides a liquefied gas carrier, including a hull and a first type of tank and a second type of tank arranged inside the hull. The second type of tank is located inside the first type of tank and is connected to the inner wall of the first type of tank. There is a spacing between the outer wall of the second type of tank and the inner wall of the first type of tank to form a first liquid cargo cavity. The second type of tank has a second liquid cargo cavity. The first liquid cargo cavity and the second liquid cargo cavity are spaced apart from each other. The first type of tank is a membrane type tank, and the second type of tank is an independent A-type liquid cargo tank, an independent B-type liquid cargo tank or an independent C-type liquid cargo tank.

[0007] Furthermore, support rib plates are arranged between the inner bottom wall of the first type of tank and the outer bottom wall of the second type of tank, and the inner bottom wall of the first type of tank and the outer bottom wall of the second type of tank are connected through the support rib plates.

[0008] Furthermore, the support rib plates are of a wedge-shaped structure and are arranged on both sides of the second type of tank.

[0009] Furthermore, support pads are arranged between the inner side wall of the first type of tank and the outer side wall of the second type of tank, and the inner side wall of the first type of tank and the outer side wall of the second type of tank are connected through the support pads.

[0010] Furthermore, reinforcing rib plates are arranged inside the bottom wall housing of the first type of tank.

[0011] Furthermore, the first type of tank, the second type of tank, the first liquid cargo cavity and the second liquid cargo cavity are all structures that are symmetrical about the left and right.

[0012] Furthermore, the top wall of the second type of tank is in contact with the top wall of the first type of tank, and the bottom wall of the second type of tank is in contact with the bottom wall of the first type of tank. The second type of tank divides the first liquid cargo cavity into a left liquid cargo cavity and a right liquid cargo cavity, and the left liquid cargo cavity and the right liquid cargo cavity are symmetrically arranged with each other.

[0013] Furthermore, a first liquid dome and a first gas dome are arranged at the top of the first type of tank, and both the first liquid dome and the first gas dome are communicated with the first liquid cargo cavity; A second liquid dome and a second gas dome are arranged at the top of the second type of tank, and both the second liquid dome and the second gas dome are communicated with the second liquid cargo cavity.

[0014] Furthermore, both the first liquid dome and the second liquid dome are arranged close to the tail of the hull, and both the first gas dome and the second gas dome are arranged close to the bow of the hull.

[0015] Furthermore, the number of the first liquid domes and the first gas domes is two each. The two first liquid domes are respectively located on the left and right sides of the second liquid dome, and the two first gas domes are respectively located on the left and right sides of the second gas dome.

[0016] The beneficial effects of the present invention are as follows: By arranging the type-A independent liquid cargo tank, type-B independent liquid cargo tank or type-C independent liquid cargo tank inside the membrane-type tank, and having a spacing with the inner wall of the membrane-type tank to form the first liquid cargo cavity. Therefore, the pressure in the second liquid cargo cavity is borne by the second type of tank, and the pressure in the first liquid cargo cavity is borne by the membrane-type tank. Moreover, the pressures inside and outside the second type of tank will balance each other out to a certain extent, making the pressures borne by the first type of tank and the second type of tank relatively small. Thus, the first type of tank and the second type of tank can be made larger and longer, greatly improving the space utilization rate and transportation efficiency of the ship's hull. In addition, the liquid in the first liquid cargo cavity can play a cold insulation effect on the second type of tank, greatly reducing the evaporation rate of the second type of tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic side perspective structural view of the liquefied gas carrier in the present invention.

[0018] Figure 2 is a schematic top view structural view of the liquefied gas carrier in the present invention.

[0019] Figure 3 is Figure 2 a schematic cross-sectional structural view at A-A in

[0020] In the figures: hull 10, first type of tank 20, first liquid cargo cavity 201, left liquid cargo cavity 201a, right liquid cargo cavity 201b, first liquid dome 21, first gas dome 22, second type of tank 30, second liquid cargo cavity 301, second liquid dome 31, second gas dome 32, support rib plate 41, support pad 42, reinforcing rib plate 43. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] To further elaborate on the technical means and effects adopted by the present invention to achieve the intended invention purpose, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific embodiments, structures, features and effects of the liquefied gas carrier proposed according to the present invention as follows: Figure 1 is a schematic side perspective structural view of the liquefied gas carrier in the present invention. Figure 2 is a schematic top view structural view of the liquefied gas carrier in the present invention. Figure 3 is Figure 2 a schematic cross-sectional structural view at A-A in

[0022] As shown in Figures 1 to 3As shown in the figure, a liquefied gas carrier provided by the present invention includes a hull 10, a first type of tank 20 and a second type of tank 30 disposed within the hull 10. The second type of tank 30 is located within the first type of tank 20 and is connected to the inner wall of the first type of tank 20. There is a spacing between the outer wall of the second type of tank 30 and the inner wall of the first type of tank 20 to form a first liquid cargo cavity 201. The second type of tank 30 has a second liquid cargo cavity 301. The first liquid cargo cavity 201 and the second liquid cargo cavity 301 are spaced apart from each other. The first type of tank 20 is a thin-film type tank, and the second type of tank 30 is an independent type A liquid cargo tank, an independent type B liquid cargo tank or an independent type C liquid cargo tank. Among them, both the first liquid cargo cavity 201 and the second liquid cargo cavity 301 are used for loading liquefied gas, such as LNG (liquefied natural gas). Of course, it can also load liquid ammonia (NH 3 ), liquefied ethylene (LEG), etc., liquid hydrogen (H 2 ), liquefied petroleum gas (LPG), etc.

[0023] In this application, by disposing an independent type A liquid cargo tank, an independent type B liquid cargo tank or an independent type C liquid cargo tank within the thin-film type tank (the first type of tank 20), and having a spacing with the inner wall of the thin-film type tank to form a first liquid cargo cavity 201. Therefore, the pressure in the second liquid cargo cavity 301 is borne by the second type of tank 30, and the pressure in the first liquid cargo cavity 201 is borne by the thin-film type tank (the first type of tank 20). Moreover, the pressure inside and outside the second type of tank 30 will balance each other out to a certain extent, so that the pressures borne by the first type of tank 20 and the second type of tank 30 are both relatively small. The first type of tank 20 and the second type of tank 30 can be made larger and longer. Only one first type of tank 20 and one second type of tank 30 need to be provided within each hull 10, greatly improving the space utilization rate and transportation efficiency of the hull 10. Moreover, the liquid in the first liquid cargo cavity 201 can play a cold insulation effect on the second type of tank 30, greatly reducing the evaporation rate of the second type of tank 30.

[0024] Preferably, the second type of tank 30 is an independent type C liquid cargo tank. The independent type C liquid cargo tank has certain pressure-bearing characteristics and has a better pressure-bearing effect than the independent type A liquid cargo tank and the independent type B liquid cargo tank. Moreover, the tank walls of the independent type C liquid cargo tank are all of arc surface structures, that is, the tank walls of the independent type C liquid cargo tank in the front, back, left and right directions are all of arc surface structures, presenting an elliptical spherical structure, which can relieve the impact force of LNG when the ship sways and ensure that the liquid level during transportation is not restricted. In this application, the second type of tank 30 being an independent type C liquid cargo tank is taken as an example for illustration.

[0025] Furthermore, a support rib plate 41 is provided between the inner bottom wall of the first type of cabin 20 and the outer bottom wall of the second type of cabin 30, and the inner bottom wall of the first type of cabin 20 and the outer bottom wall of the second type of cabin 30 are connected through the support rib plate 41. Among them, the number of support rib plates 41 is multiple, and they are arranged at intervals from the head to the tail of the hull 10 to fix the second type of cabin 30 and ensure no slip impact during ship operation. Optionally, the support rib plate 41 is a wedge-shaped structure and is provided on both sides of the second type of cabin 30. The side of the support rib plate 41 facing the second type of cabin 30 is an arc-shaped structure matching the shape of the outer bottom wall of the second type of cabin 30, and the side of the support rib plate 41 facing the first type of cabin 20 is a linear structure matching the shape of the inner bottom wall of the first type of cabin 20, so as to firmly fix the second type of cabin 30 to the inner bottom wall of the first type of cabin 20.

[0026] Furthermore, reinforcing rib plates 43 are provided inside the bottom wall housing of the first type of cabin 20, thereby increasing the strength of the bottom wall of the first type of cabin 20 to better support the first type of cabin 20. The number of reinforcing rib plates 43 is multiple, the reinforcing rib plates 43 are block-shaped structures, and the multiple reinforcing rib plates 43 are arranged in an array inside the bottom wall housing of the first type of cabin 20. Of course, the reinforcing rib plates 43 can also be strip-shaped structures. The reinforcing rib plates 43 extend along the length direction of the first type of cabin 20 and are arranged along the width direction of the bottom wall of the first type of cabin 20, or the reinforcing rib plates 43 extend along the width direction of the bottom wall of the first type of cabin 20 and are arranged along the length direction of the bottom wall of the first type of cabin 20.

[0027] Furthermore, support pads 42 are provided between the inner side wall of the first type of cabin 20 and the outer side wall of the second type of cabin 30, and the inner side wall of the first type of cabin 20 and the outer side wall of the second type of cabin 30 are connected through the support pads 42. Among them, the number of support pads 42 is multiple, and support pads 42 are provided on the outer side walls on both sides of the second type of cabin 30. The multiple support pads 42 are spaced from bottom to top along the outer side wall of the second type of cabin 30 and are spaced from the head to the tail of the hull 10 to ensure the relative position stability of the second type of cabin 30 and the first type of cabin 20.

[0028] In this embodiment, as Figure 3 shown, the first type of cabin 20, the second type of cabin 30, the first liquid cargo cavity 201, and the second liquid cargo cavity 301 are all left-right symmetric structures. The axis of the second type of cabin 30 coincides with the axis of the first type of cabin 20, that is, the extension direction of the first type of cabin 20 is the same as the extension direction of the second type of cabin 30, and the center of the second type of cabin 30 is located at the center position of the first type of cabin 20. Both the first type of cabin 20 and the second type of cabin 30 extend from the head of the hull 10 to the tail of the hull 10, and only one first type of cabin 20 and one second type of cabin 30 need to be provided in a liquefied gas carrier.

[0029] Furthermore, the top wall of the second type of tank 30 contacts the top wall of the first type of tank 20, and the bottom wall of the second type of tank 30 contacts the bottom wall of the first type of tank 20. The second type of tank 30 divides the first liquid cargo cavity 201 into a left liquid cargo cavity 201a and a right liquid cargo cavity 201b, and the left liquid cargo cavity 201a and the right liquid cargo cavity 201b are symmetrically arranged. Wherein, the left liquid cargo cavity 201a and the right liquid cargo cavity 201b can communicate with each other at positions near the head and tail of the first type of tank 20 to ensure that when in a static state, the liquid levels of the left liquid cargo cavity 201a and the right liquid cargo cavity 201b are flush, so that the pressures on the second type of tank 30 are the same.

[0030] In this embodiment, a first liquid dome 21 and a first gas dome 22 are provided at the top of the first type of tank 20, and both the first liquid dome 21 and the first gas dome 22 are connected to the first liquid cargo cavity 201. A second liquid dome 31 and a second gas dome 32 are provided at the top of the second type of tank 30, and both the second liquid dome 31 and the second gas dome 32 are connected to the second liquid cargo cavity 301.

[0031] Furthermore, both the first liquid dome 21 and the second liquid dome 31 are arranged near the tail of the hull 10, and both the first gas dome 22 and the second gas dome 32 are arranged near the head of the hull 10, so that the hull 10 only needs to arrange the liquid domes in one area and the gas domes in one area, achieving the maximum intensification of the space of the main deck of the hull 10. Since the height of the bow part is usually higher than that of the stern part, it is convenient for the first liquid dome 21 and the second liquid dome 31 to be used for the transfer operation of liquefied gas (LPG), and it is convenient for the first gas dome 22 and the second gas dome 32 to process the gas (BOG) and supply the generated gas to gas users.

[0032] Furthermore, the number of both the first liquid dome 21 and the first gas dome 22 is two. The two first liquid domes 21 are respectively located on the left and right sides of the second liquid dome 31, and the two first gas domes 22 are respectively located on the left and right sides of the second gas dome 32. One of the first liquid domes 21 and one of the first gas domes 22 are connected to the top of the left liquid cargo cavity 201a, and the other first liquid dome 21 and the other first gas dome 22 are connected to the top of the right liquid cargo cavity 201b.

[0033] In this embodiment, the first type of cargo hold 20 includes a main screen wall (the inner wall of the first type of cargo hold 20), a secondary shield (the outer wall of the first type of cargo hold 20), and polyurethane heat-insulating material is filled between the main screen wall and the secondary shield, and polyurethane heat-insulating material is filled between the secondary shield and the hull 10 structure. Among them, the main screen wall is made of Invar steel or stainless steel corrugated plate material to reduce the shrinkage effect in the low-temperature state. The C-type independent liquid cargo hold in the middle of the first type of cargo hold 20 is designed based on a pressure vessel, and materials that can withstand the low temperature of liquefied gas (such as stainless steel, 9% nickel steel, alloy steel, etc.) can be selected. This cargo hold can withstand a relatively high pressure (about 6 barg). Among them, partitions can be arranged inside the second type of cargo hold 30, and the partitions divide the second liquid cargo cavity 301 into multiple chambers, and adjacent two chambers are communicated with each other, so as to reduce the sloshing of the liquid in the second liquid cargo cavity 301 during transportation.

[0034] Since the space utilization rate of the existing C-type independent liquid cargo hold for the cargo hold is much lower than that of the membrane type hold, medium and large liquefied gas carriers mainly adopt the membrane type hold. Taking a medium-sized (80,000 cubic meters) membrane type liquefied gas carrier as an example, the specific optimization features are compared: 1. The existing medium-sized membrane type liquefied gas carriers mainly have 4 cargo holds (i.e., 4 membrane type holds), so 5 isolation void spaces need to be set to separate the membrane type holds, resulting in a reduced space utilization rate. In this application, since the pressures borne by the first type of cargo hold 20 and the second type of cargo hold 30 are both reduced, they can be made larger and longer. Only one first type of cargo hold 20 and one second type of cargo hold 30 need to be set in each hull 10. Excluding the two isolation void spaces at the head and tail, the storage and transportation space is equivalent to the sum of the volumes of 3 existing membrane type holds and 3 isolation void spaces. The single cargo capacity of each ship will increase by nearly 3653 m 3 .

[0035] 2. Since the existing membrane type hold does not have an impact-proof bulkhead inside, the loading level of general liquefied gas carriers needs to be above 70% or below 10% to avoid the impact leakage of the inner bulkhead due to the ship's sloshing during shipping. In this application, since a C-type independent liquid cargo hold is arranged in the middle of the membrane type hold, the C-type independent liquid cargo hold has a large arc surface, which will produce a very good buffer when the liquefied gas sloshes and will not cause a large impact on the bulkhead; at the same time, on both sides are the left liquid cargo cavity 201a and the right liquid cargo cavity 201b. According to Figure 3 the mid-section view, it can be easily seen that the chamber of the first liquid cargo cavity 201 has a structure that is large at the top and bottom and small in the middle. Therefore, when the liquid level is relatively high or relatively low, the impact force generated by its own sloshing is small. When the liquid level is in the middle, due to the structure that is large at the top and bottom and small in the middle, it will be very easy to disperse the force of the sloshing liquid, thereby reducing the impact.

[0036] 3. Since the existing liquefied gas carrier with medium-sized thin-film tanks has 4 compartments, 4 areas are required on the deck surface of the hull 10 to separately arrange independent liquid domes and gas domes, resulting in a relatively high cost. In this application, since only one first-type tank 20 and one second-type tank 30 need to be arranged in each hull 10, only the liquid dome and the gas dome need to be centrally arranged at the head and the tail respectively; since the left liquid cargo cavity 201a and the right liquid cargo cavity 201b on both sides are connected in terms of internal structure, the left liquid cargo cavity 201a and the right liquid cargo cavity 201b can share the liquid dome and the gas dome, saving at least the dome materials of one liquid dome and one gas dome and the in-tank pipelines.

[0037] 4. Since the first-type tank 20 and the second-type tank 30 in this application extend along the head and tail direction of the hull 10, the liquid domes (the first liquid dome 21 and the second liquid dome 3) can be centrally arranged at the tail, and the gas domes (the first gas dome 22 and the second gas dome 32) can be centrally arranged at the head, which will reduce the materials of pipelines such as the gas main pipe, the liquid main pipe, the spray pipe, and the vent pipe on the deck surface, and at the same time can reduce the layout space of the liquid cargo pipelines on the deck surface.

[0038] 5. Since the existing liquefied gas carrier with medium-sized thin-film tanks has 4 independent compartments, 8 cargo pumps (2×4), 4 spray pumps, 1 emergency pump, and 2 gas pumps need to be arranged. In this application, the middle C-type independent liquid cargo tank is the main liquefied gas storage and transportation compartment, and the thin-film tanks on both sides are the main gas supply and BOG supply compartments. Therefore, only 2 liquefied gas pumps need to be arranged in the C-type independent liquid cargo tank; since the C-type independent liquid cargo tank itself has the characteristic of bearing pressure, when the liquefied gas pumps cannot work, the pressure in the tank can be considered to be increased, and the liquefied gas can be emergently discharged through the tank pressure; two gas pumps can be configured in the thin-film tanks on both sides, and at the same time, they also have the function of spray pumps. Since the thin-film tanks on the left and right sides (the left liquid cargo cavity 201a and the right liquid cargo cavity 201b) are interconnected, the two gas pumps will have the function of one standby and one in use, improving the safety of equipment use; therefore, the overall liquefied gas carrier in this application will reduce the equipment configuration and lower the shipbuilding cost.

[0039] In this article, the orientation words such as up, down, left, right, front, and back are defined based on the positions of the structures in the drawings and the positions of the structures relative to each other, only for the sake of clarity and convenience in expressing the technical solution. It should be understood that the use of the orientation words should not limit the scope of protection claimed in this application. It should also be understood that the terms "first" and "second" used in this article are only for distinction in name and do not limit the quantity and order.

[0040] The above are only the preferred embodiments of the present invention, and do not impose any formal limitations on the present invention. Although the present invention has been disclosed above with the preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some changes or modifications using the above-disclosed technical content within the scope of the technical solution of the present invention, which are equivalent embodiments of equivalent changes. However, as long as it does not depart from the technical solution content of the present invention, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention still fall within the protection scope of the technical solution of the present invention.

Claims

1. A liquefied gas transport ship, characterized in that: The invention comprises a hull (10) and a first type tank (20) and a second type tank (30) arranged in the hull (10); the second type tank (30) is located in the first type tank (20) and connected to the inner wall of the first type tank (20); there is a distance between the outer wall of the second type tank (30) and the inner wall of the first type tank (20) and a first liquid cargo cavity (201) is formed; the second type tank (30) has a second liquid cargo cavity (301); the first liquid cargo cavity (201) and the second liquid cargo cavity (301) are spaced apart from each other; the first type tank (20) is a membrane type tank; the second type tank (30) is an A-type independent liquid cargo tank, a B-type independent liquid cargo tank or a C-type independent liquid cargo tank.

2. The liquefied gas transport ship according to claim 1, characterized in that: A supporting rib (41) is provided between the inner bottom wall of the first type tank (20) and the outer bottom wall of the second type tank (30), and the inner bottom wall of the first type tank (20) and the outer bottom wall of the second type tank (30) are connected via the supporting rib (41).

3. The liquefied gas transport ship according to claim 2, characterized in that: The supporting ribs (41) are wedge-shaped structures and are arranged on both sides of the second type cabin (30).

4. The liquefied gas transport ship according to claim 1, characterized in that: A support pad (42) is provided between the inner wall of the first type of tank (20) and the outer wall of the second type of tank (30), and the inner wall of the first type of tank (20) and the outer wall of the second type of tank (30) are connected via the support pad (42).

5. The liquefied gas transport ship according to claim 1, characterized in that: A reinforcing rib (43) is provided inside the bottom wall shell of the first type cabin (20).

6. The liquefied gas transport ship according to claim 1, characterized in that: The first type of tank (20), the second type of tank (30), the first liquid cargo chamber (201), and the second liquid cargo chamber (301) are all bilaterally symmetrical structures.

7. The liquefied gas transport ship according to claim 6, characterized in that: The top wall of the second type tank (30) contacts the top wall of the first type tank (20), and the bottom wall of the second type tank (30) contacts the bottom wall of the first type tank (20). The second type tank (30) divides the first liquid cargo cavity (201) into a left liquid cargo cavity (201a) and a right liquid cargo cavity (201b), and the left liquid cargo cavity (201a) and the right liquid cargo cavity (201b) are symmetrically arranged with respect to each other.

8. The liquefied gas carrier according to any one of claims 1 to 7, characterized in that: A first liquid dome (21) and a first gas dome (22) are provided on the top of the first type tank (20), and the first liquid dome (21) and the first gas dome (22) are both connected to the first liquid cargo chamber (201); A second liquid dome (31) and a second gas dome (32) are provided on the top of the second type tank (30), and the second liquid dome (31) and the second gas dome (32) are both connected to the second liquid cargo chamber (301).

9. The liquefied gas transport ship according to claim 8, characterized in that: The first liquid dome (21) and the second liquid dome (31) are both arranged close to the stern of the hull (10), and the first gas dome (22) and the second gas dome (32) are both arranged close to the bow of the hull (10).

10. The liquefied gas transport ship according to claim 8, characterized in that: The number of the first liquid domes (21) and the number of the first gas domes (22) are both two, the two first liquid domes (21) are respectively located on the left and right sides of the second liquid dome (31), and the two first gas domes (22) are respectively located on the left and right sides of the second gas dome (32).

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