Independent liquid cargo tank supporting structure of liquid hydrogen transport ship

Abstract

The invention discloses a liquid hydrogen transport ship independent liquid cargo tank supporting structure which is arranged outside a prismatic liquid hydrogen tank body, and the liquid hydrogen tank body is located in an area defined by a ship body inner shell, a main deck, a transverse bulkhead and an inner bottom plate. An anti-rolling and anti-floating assembly is arranged between the liquid hydrogen tank body and the ship body inner shell; an anti-pitching support is arranged between the liquid hydrogen tank body and the transverse bulkhead; the anti-rolling and anti-floating assembly comprises an anti-rolling support and a tensioning part; the anti-rolling support comprises an anti-rolling basic part and an anti-rolling separation part; the anti-pitching support comprises an anti-pitching basic component and an anti-pitching separation component; the anti-pitching basic part is fixedly connected to the transverse bulkhead, and the anti-pitching separation part is fixedly connected to the liquid hydrogen tank body. Heat leakage can be effectively reduced, the construction difficulty is reduced, the construction cost is reduced, and the technical development of the liquid hydrogen transport ship is promoted.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and in particular to an independent cargo tank support structure for a liquid hydrogen transport ship. Background Technology

[0002] Existing liquid hydrogen transport ships use C-type cylindrical tanks, which have relatively small capacities. The world's first liquid hydrogen transport ship has a single tank capacity of 1250 cubic meters and uses vacuum insulation.

[0003] With the increasing trend of larger cargo holds in liquid hydrogen transport ships, the challenges of vacuum insulation are growing, making C-type cylindrical tanks no longer suitable and greatly increasing the likelihood of spherical tanks.

[0004] The International Maritime Organization (IMO) Maritime Safety Council Resolution MSC.565(108), approved in May 2024, for the first time stipulated that the design of independent cargo tank support structures must consider the impact of vacuum insulation failure. This new regulation essentially negates existing support structure designs, requiring re-optimization, and represents a significant hurdle that must be overcome for the commercial operation of liquid hydrogen transport ships.

[0005] Existing liquefied natural gas (LNG) carriers' Moss-type spherical tanks or SPB-type prismatic compartments cannot directly load liquid hydrogen. The main reason is that LNG has a temperature of -163°C, while liquid hydrogen has a temperature of -253°C. The inert gas used to isolate and protect the storage tanks is nitrogen, whose liquefaction temperature is -196°C. If liquefied nitrogen drips onto the ship's structure, it can cause brittle fracture, leading to serious safety accidents.

[0006] Applying existing IMO Type A or Type B independent tank technology to liquid hydrogen presents significant challenges, primarily due to the risk of liquid hydrogen leakage from the tank, making it difficult to guarantee the integrity of the secondary shielding at the hull end. The air inside may condense, resulting in a loss of thermal insulation. Partially open secondary shielding also carries risks: air in the pipelines may condense and freeze, causing blockages, or surrounding liquid hydrogen vapor may lead to low-temperature brittle fracture of the hull steel.

[0007] Furthermore, the latent heat of liquid hydrogen per unit volume is only one-seventh that of LNG, and the temperature difference between liquid hydrogen and its surrounding environment is approximately 1.5 times that of LNG, making liquid hydrogen more prone to evaporation than LNG at the same ambient temperature. This places higher demands on the thermal insulation design of liquid hydrogen transport ships. If the existing independent compartment support structure is used, the heat leakage from the current structure will lead to a large amount of liquid hydrogen evaporating, causing significant cargo damage. Furthermore, the large amount of hydrogen overflowing through the vent mast also poses a certain explosion risk, creating safety hazards.

[0008] Existing liquid hydrogen transport ships are demonstration vessels that use small C-type tanks, while large liquid hydrogen transport ships are mainly in the conceptual design stage and mostly use spherical tanks.

[0009] The existing prismatic liquid hydrogen tank technology, which has a secondary shield on the side of the main hull, has the main drawback of not considering the supporting structure of the independent liquid cargo tank itself, and needs to be further improved. Summary of the Invention

[0010] In order to overcome the above-mentioned defects in the existing technology, the present invention provides an independent cargo tank support structure for a liquid hydrogen transport ship.

[0011] The present invention solves the above-mentioned technical problems through the following technical solution:

[0012] An independent cargo tank support structure for a liquid hydrogen transport ship is provided, located outside a prismatic liquid hydrogen tank. The liquid hydrogen tank is situated within the area enclosed by the hull, main deck, transverse bulkheads, and inner bottom plate. An outer hull shell is provided outside the hull, and a horizontal girder connects the outer hull and the hull. A vertical support is provided between the liquid hydrogen tank and the inner bottom plate, and an anti-roll and anti-buoyancy assembly is provided between the liquid hydrogen tank and the hull. An anti-pitch support is provided between the liquid hydrogen tank and the transverse bulkheads. The anti-roll and anti-buoyancy assembly includes an anti-roll support and a tensioning component. The anti-roll support includes an anti-roll... The system comprises a basic component and an anti-roll separation component; the anti-roll basic component is fixed to the hull of the ship, and the anti-roll separation component is fixed to the liquid hydrogen tank; there is a gap between the anti-roll separation component and the anti-roll basic component; a tensioning component is located between the liquid hydrogen tank and the horizontal girder, and the tensioning component is connected at the connection between the anti-roll separation component and the liquid hydrogen tank; the anti-pitch support includes an anti-pitch basic component and an anti-pitch separation component; the anti-pitch basic component is fixed to the transverse bulkhead, and the anti-pitch separation component is fixed to the liquid hydrogen tank; there is a gap between the anti-pitch basic component and the anti-pitch separation component.

[0013] Furthermore, the anti-roll and anti-buoyancy components, anti-roll supports, and vertical supports are all located at the strong frame of the hull.

[0014] Furthermore, the tensioning component is a tie rod; the tie rod is made of stainless steel or high-strength composite material.

[0015] Furthermore, the tensioning component is a rope; the rope is made of stainless steel or a high-strength composite material.

[0016] Furthermore, there are 6 anti-roll and anti-float components, with 3 anti-roll and anti-float components on the left and right sides of the liquid hydrogen tank respectively.

[0017] Furthermore, anti-swaying and anti-buoyancy components are located on both sides of the liquid hydrogen tank body in the middle and on both sides of the middle.

[0018] Furthermore, there are nine vertical supports, arranged in three rows at the bottom of the liquid hydrogen tank, with three vertical supports in each row.

[0019] Furthermore, there are four anti-swell supports, with three anti-swell supports located at the front of the liquid hydrogen tank and one anti-swell support located at the rear of the liquid hydrogen tank.

[0020] Furthermore, three anti-roll supports located in front of the liquid hydrogen tank are symmetrically positioned on both sides of the ship's centerline.

[0021] Furthermore, the anti-roll support located at the rear of the liquid hydrogen tank is situated at the centerline of the ship.

[0022] The beneficial effects of this invention are as follows: The independent cargo tank support structure is fewer in number, resulting in a smaller heat leakage area and reduced cargo evaporation rate; the independent cargo tanks can freely contract when loaded with liquid hydrogen, effectively reducing temperature stress; the laminated wood of the independent cargo tanks is separable, reducing the difficulty of hoisting in shipyards; and the independent cargo tanks remain completely still when flooded, reducing the difficulty of deformation control for related piping systems. This invention addresses the problem of high heat leakage at its source by focusing on three aspects: fewer support structures, better insulation, and guaranteed safety. This invention can effectively reduce heat leakage, lower construction difficulty, reduce construction costs, and promote the technological development of liquid hydrogen transport ships. Attached Figure Description

[0023] Figure 1 This is a cross-sectional view of a liquid hydrogen transport ship according to a preferred embodiment of the present invention.

[0024] Figure 2 for Figure 1 Enlarged diagram of part A in the middle.

[0025] Figure 3 This is a mid-longitudinal sectional view of a liquid hydrogen transport ship according to a preferred embodiment of the present invention.

[0026] Figure 4 for Figure 3 Enlarged schematic diagram of part B in the middle.

[0027] Figure 5 This is a top view of a liquid hydrogen transport ship according to a preferred embodiment of the present invention. Detailed Implementation

[0028] The present invention will be described more clearly and completely below with reference to a preferred embodiment and the accompanying drawings.

[0029] like Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, an independent liquid cargo tank support structure for a liquid hydrogen transport ship is provided outside a prismatic liquid hydrogen tank 10, which is located within the area enclosed by the hull 15, main deck 13, transverse bulkhead 11, and inner bottom plate 14 of the ship; the liquid hydrogen tank 10 is an independent liquid cargo tank.

[0030] The hull shell 12 is provided outside the inner shell of the ship, and a horizontal girder 16 is provided between the outer shell 12 and the inner shell 15; a vertical support 17 is provided between the liquid hydrogen tank 10 and the inner bottom plate 14.

[0031] An anti-roll and anti-buoyancy assembly is provided between the liquid hydrogen tank 10 and the inner shell 15 of the ship. The anti-roll and anti-buoyancy assembly includes an anti-roll support 21 and a tensioning component 22.

[0032] The anti-roll support 21 includes an anti-roll base component 23 and an anti-roll separation component 24; the anti-roll base component 23 is fixed to the hull 15 of the ship, and the anti-roll separation component 24 is fixed to the liquid hydrogen tank 10. The anti-roll separation component and the anti-roll base component are arranged adjacent to each other. There is a gap between the anti-roll separation component 24 and the anti-roll base component 23.

[0033] A tensioning component 22 is disposed between the liquid hydrogen tank 10 and the horizontal girder 16, and is connected to the connection between the anti-sway separation component and the liquid hydrogen tank. The tensioning component 22 is a tie rod; the tie rod is made of stainless steel or a high-strength composite material. In other embodiments, the tensioning component is a rope; the rope is made of stainless steel or a high-strength composite material.

[0034] An anti-sway support 30 is provided between the liquid hydrogen tank 10 and the transverse bulkhead 11.

[0035] The anti-pitch support 30 includes an anti-pitch base component 31 and an anti-pitch separation component 32; the anti-pitch base component 31 is fixed to the transverse bulkhead 11, and the anti-pitch separation component 32 is fixed to the liquid hydrogen tank 10. The anti-pitch base component and the anti-pitch separation component are arranged adjacent to each other. There is a gap between the anti-pitch base component 31 and the anti-pitch separation component 32.

[0036] The anti-roll and anti-buoyancy components, anti-roll supports, and vertical supports are all located at the hull's strong frame 18.

[0037] There are six anti-roll and anti-float components, with three on the left and three on the right sides of the liquid hydrogen tank. The anti-roll and anti-float components on both sides of the liquid hydrogen tank are located in the middle of the tank and on both sides of the middle.

[0038] There are nine vertical supports 17, arranged in three rows at the bottom of the liquid hydrogen tank, with three vertical supports in each row.

[0039] There are four anti-pitch supports 30, with three located forward of the liquid hydrogen tank and one located aft. The three forward anti-pitch supports are symmetrically positioned on either side of the ship's centerline. The aft anti-pitch support is located at the ship's centerline.

[0040] like Figure 1As shown, the prismatic liquid hydrogen tank is located within the space enclosed by the hull outer shell, main deck, inner bottom plate, inner shell, and transverse bulkheads. The bottom of the liquid hydrogen tank is connected to the inner bottom plate of the hull via vertical supports, which transfer loads and exchange heat. Anti-roll supports are installed on both sides of the outer side of the middle of the liquid hydrogen tank to prevent lateral movement and rotation. The anti-roll base components and the anti-roll separation components maintain a certain gap to prevent the input of external heat. Tie rods or ropes are installed at the anti-roll supports to connect to the inner shell and horizontal girder of the hull, which helps the tank float upward in the event of accidental breach and water ingress.

[0041] like Figure 3 As shown, the liquid hydrogen tank is connected to the transverse bulkhead of the hull via anti-pitch supports. A certain gap is maintained between the anti-pitch base components and the anti-pitch separation components to avoid heat transfer.

[0042] like Figure 5 As shown, vertical supports are located at the bottom of the liquid hydrogen tank, with nine supports in total, located at both ends and in the middle of the bottom. Anti-roll supports are located on both sides of the liquid hydrogen tank, with six supports in total. Anti-pitch supports are located at the front transverse bulkhead with three supports and at the rear transverse bulkhead with one support, with four supports in total. The vertical supports, anti-roll supports, and anti-pitch supports are all located at the strong frame of the hull, which is convenient for the load-bearing hull.

[0043] In this invention, the independent liquid cargo tank support structure adopts a brand-new free-shrink design concept, and all support pads are designed to be separable and movable, reducing the temperature stress of the structure.

[0044] The traditional anti-roll device has been eliminated at the bottom of the independent cargo tank. Instead, three are symmetrically installed on the bow bulkhead and only one is installed in the middle of the stern bulkhead, for a total of four. Compared with traditional 170,000 cubic meter LNG carriers, the number of anti-roll pads has been reduced by more than half.

[0045] The independent cargo tank has vertical support structures at both ends and in the middle, totaling nine, which is a considerable reduction compared to the traditional tank capacity of about 48.

[0046] The independent cargo tank eliminates the traditional anti-roll and anti-buoyancy design, combining the two functions into one. It has six anti-roll and anti-buoyancy support structures on both sides of the middle section, which is a considerable reduction compared to the traditional tank capacity of about 48.

[0047] Tie rods or ropes are used to prevent buoyancy; these rods or ropes are made of stainless steel or high-strength composite materials. This eliminates the need for the traditional design of independent cargo tanks floating upwards after damage and water ingress, reducing the difficulty of controlling deformation of piping and other equipment.

[0048] Compared with the prior art, the present invention has the following advantages:

[0049] 1. The independent cargo tank has fewer support structures and a smaller heat leakage area, which reduces the cargo evaporation rate;

[0050] 2. The independent liquid cargo tank can freely contract when loading liquid hydrogen, effectively reducing temperature stress;

[0051] 3. The laminated timber in the independent liquid cargo tank is separable, reducing the difficulty of hoisting at the shipyard.

[0052] 4. The independent cargo tank can remain completely still when water enters, reducing the difficulty of controlling the deformation of related piping systems and equipment.

[0053] This invention addresses the problem of high heat leakage at its source by focusing on three aspects: fewer supporting structures, better insulation, and guaranteed safety.

[0054] This invention can effectively reduce heat leakage, reduce construction difficulty and construction costs, and promote the technological development of liquid hydrogen transport ships.

[0055] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A support structure for an independent liquid cargo tank on a liquid hydrogen transport ship, which is located outside a prismatic liquid hydrogen tank, the liquid hydrogen tank being situated within the area enclosed by the hull, main deck, transverse bulkheads, and inner bottom plate; an outer hull shell is provided outside the hull, and a horizontal girder is provided between the outer hull shell and the hull; a vertical support is provided between the liquid hydrogen tank and the inner bottom plate, characterized in that, An anti-roll and anti-buoyancy assembly is provided between the liquid hydrogen tank and the hull of the ship; an anti-pitch support is provided between the liquid hydrogen tank and the transverse bulkhead; the anti-roll and anti-buoyancy assembly includes an anti-roll support and a tensioning component; the anti-roll support includes an anti-roll base component and an anti-roll separation component; the anti-roll base component is fixed to the hull of the ship, and the anti-roll separation component is fixed to the liquid hydrogen tank; there is a gap between the anti-roll separation component and the anti-roll base component; the tensioning component is located between the liquid hydrogen tank and the horizontal girder, and the tensioning component is connected to the connection between the anti-roll separation component and the liquid hydrogen tank; the anti-pitch support includes an anti-pitch base component and an anti-pitch separation component; the anti-pitch base component is fixed to the transverse bulkhead, and the anti-pitch separation component is fixed to the liquid hydrogen tank; there is a gap between the anti-pitch base component and the anti-pitch separation component.

2. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, The anti-roll and anti-buoyancy components, anti-roll supports, and vertical supports are all located at the strong frame of the hull.

3. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, The tensioning component is a tie rod; the tie rod is made of stainless steel or high-strength composite material.

4. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, The tensioning component is a rope; the rope is made of stainless steel or high-strength composite material.

5. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, There are 6 anti-roll and anti-float components, with 3 on the left and 3 on the right side of the liquid hydrogen tank.

6. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 5, characterized in that, The anti-sway and anti-buoyancy components on both sides of the liquid hydrogen tank are located in the middle of the liquid hydrogen tank and on both sides of the middle.

7. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, There are nine vertical supports, arranged in three rows at the bottom of the liquid hydrogen tank, with three vertical supports in each row.

8. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 1, characterized in that, There are four anti-swell supports, three of which are located at the front of the liquid hydrogen tank and one at the rear.

9. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 8, characterized in that, Three anti-roll supports are symmetrically positioned on both sides of the ship's centerline, located in front of the liquid hydrogen tank.

10. The independent cargo tank support structure for a liquid hydrogen transport ship as described in claim 8, characterized in that, The anti-roll support located at the rear of the liquid hydrogen tank is situated at the centerline of the ship.

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