Shipbuilding methods

Abstract

To provide a ship construction method which enables reduction of a construction period.SOLUTION: In a construction method of a ship 1 including a propulsion engine, which uses a liquefied gas as a fuel, according to an embodiment, a fuel adjustment chamber 4 which houses devices for adjusting a temperature and a pressure of the fuel at the upstream side of the propulsion engine is constructed at a site different from a construction site of a hull 11. Subsequently, the fuel adjustment chamber 4 constructed is transported to the construction site of the hull 11 and installed on the hull 11. For example, an aspect ratio, a ratio of a length to a width of the fuel adjustment chamber 4, ranges from 0.5 to 10.0.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a method for constructing a ship.

Background Art

[0002] In recent years, for the purpose of reducing environmental impact, ships including propulsion engines using liquefied gases such as LNG (Liquefied Natural Gas) and LPG (Liquefied Petroleum Gas) as fuel have been actively developed. The liquefied gas may be supplied to the propulsion engine as a liquid, or may be made into a gas or a supercritical fluid and supplied to the propulsion engine.

[0003] For example, Patent Document 1 discloses a ship in which two fuel tanks for storing liquefied gas, which is the fuel of the propulsion engine, are arranged on a deck constituting the upper surface of the hull. In this ship, a superstructure is provided at the stern portion on the deck, and fuel tanks are arranged on both sides of the superstructure in the ship width direction.

[0004] In addition, in the ship of Patent Document 1, a fuel conditioning chamber is arranged behind the superstructure and the fuel tanks. Patent Document 1 describes that "related equipment for supplying liquefied gas fuel to the main propulsion engine and the power generation engine is installed" in the fuel conditioning chamber.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] When a fuel conditioning chamber such as that in Patent Document 1 is manufactured on the hull after the hull has been manufactured to a certain extent, the construction period required for ship construction becomes long.

[0007] Therefore, the purpose of this disclosure is to provide a shipbuilding method that can shorten the construction period. [Means for solving the problem]

[0008] This disclosure provides a method for constructing a ship including a propulsion engine that uses liquefied gas as fuel, wherein a fuel adjustment chamber, which houses equipment for adjusting the temperature and pressure of the fuel upstream of the propulsion engine, is manufactured at a location different from the ship's manufacturing site, the manufactured fuel adjustment chamber is transported to the ship's manufacturing site, and installed on the ship's hull. [Effects of the Invention]

[0009] According to this disclosure, a method for constructing ships that can shorten the construction period is provided. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1A is a side view of a vessel according to one embodiment, and Figure 1B is a top view of the same vessel. [Figure 2] This is a diagram showing the piping system from the fuel tank to the main engine (propulsion engine) and the power generation engine. [Figure 3] Figure 3A is a side view of the fuel adjustment chamber, and Figure 3B is a front view of the same fuel adjustment chamber. [Figure 4] Figure 4A is a side view of the modified vessel, and Figure 4B is a top view of the same vessel. [Modes for carrying out the invention]

[0011] Figures 1A and 1B show a vessel 1 according to one embodiment. In this embodiment, vessel 1 is a liquid tanker that transports cargo that is a liquid, such as oil or liquefied gas. However, the use of vessel 1 is not limited to this and can be modified as appropriate.

[0012] Specifically, the vessel 1 includes a hull 11 having a deck 12. The deck 12 constitutes the upper surface of the hull 11. In this embodiment, the deck 12 is flat along the entire length of the hull 11, but the deck 12 may be configured such that one or both of the bow and stern portions are higher or lower than the middle portion.

[0013] The hull 11 contains multiple cargo tanks 13 arranged in the longitudinal direction, and these cargo tanks 13 store the cargo, which is liquid. An engine room 14 is located at the stern (i.e., behind the cargo tanks 13) within the hull 11. Furthermore, a superstructure 15 is provided at the stern of the deck 12. The superstructure 15 includes the bridge and living quarters.

[0014] The engine room 14 houses the propulsion engines that drive the propeller 16. In this embodiment, since the ship 1 is a mechanically propelled vessel, the propulsion engine is the main engine 51 (see Figure 2) that directly drives the propeller 16. In addition, as shown in Figure 2, the engine room 14 also houses multiple power generation engines 52 for generating onboard electricity and an auxiliary boiler 53 for processing surplus fuel.

[0015] However, if the vessel 1 is an electric propulsion vessel, the main engine 51 is omitted and the power generation engine 52 drives the propeller 16 via a generator and motor, so the power generation engine 52 becomes the propulsion engine.

[0016] The main engine 51, which is the propulsion engine, and the power generation engine 52 use liquefied gas as fuel. In this embodiment, two fuel tanks 2 for storing the liquefied gas are arranged on the deck 12. However, the number of fuel tanks 2 may be one or three or more. The liquefied gas used as fuel is, for example, LNG, LPG, LH2, etc. If the cargo is liquefied gas, the fuel may be the same as the cargo or different.

[0017] In this embodiment, the main engine 51 and the power generation engine 52 are reciprocating engines of the Otto cycle with a fuel injection pressure of about 0.5 to 10 MPa. Also, in this embodiment, as shown in FIG. 2, the vaporized gas obtained by forcibly vaporizing liquefied gas and the BOG (Boil Off Gas) vaporized in the fuel tank 2 are supplied as fuel to the main engine 51 and the power generation engine 52. However, when the liquefied gas is LPG, the LPG may be supplied as fuel to the main engine 51 while remaining in a liquid state.

[0018] The main engine 51 may be a reciprocating engine of the diesel cycle with a fuel injection pressure of about 25 to 35 MPa. In this case, a supercritical fluid derived from liquefied gas may be supplied as fuel to the main engine 51. Alternatively, the main engine 51 may be a gas turbine engine or a combination of a boiler and a steam turbine.

[0019] The main engine 51 and the power generation engine 52 may be gas-only combustion engines that use only the fuel gas, which is the vaporized gas and BOG, as fuel. Alternatively, the main engine 51 and the power generation engine 52 may be dual-fuel engines that can switch the fuel between one or both of the fuel gas and the fuel oil.

[0020] In this embodiment, the fuel tank 2 is a long cylindrical shape in the ship length direction and is arranged substantially at the center of the hull 11 in the ship length direction. However, the shape and position of the fuel tank 2 can be changed as appropriate.

[0021] In this embodiment, the fuel tanks 2 are spaced apart from each other in the ship width direction and are located on the left side and the right side respectively. A fuel adjustment chamber 4 is arranged between the fuel tanks 2. The fuel adjustment chamber 4 houses equipment for adjusting the temperature and pressure of the fuel on the upstream side of the main engine 51 and the power generation engine 52. However, the arrangement of the fuel tanks 2 and the fuel adjustment chamber 4 is not limited to this and can be changed as appropriate.

[0022] As shown in FIG. 2, liquefied gas is introduced into each fuel tank 2 through a fuel intake pipe 5. Liquefied gas is introduced from each fuel tank 2 into a fuel conditioning chamber 4 through a liquid pipe 6. The upstream end of the liquid pipe 6 is connected to a pump 21 disposed within the fuel tank 2. Also, BOG vaporized within each fuel tank 2 is introduced from the fuel tank 2 into the fuel conditioning chamber 4 through a BOG pipe 7. A return pipe 71 branches from the BOG pipe 7, and when liquefied gas is supplied into the fuel tank 2, a gas amount approximately equal to the supply amount is returned to the liquefied gas supply source through the return pipe 71.

[0023] Within the fuel conditioning chamber 4, the liquid pipe 6 is connected to a vaporizer 81. In the vaporizer 81, the liquefied gas is vaporized to generate vaporized gas, and the generated vaporized gas is introduced into a buffer container 83 through a pipe 82. The vaporizer 81 serves to adjust the temperature and pressure of the vaporized gas.

[0024] Also, within the fuel conditioning chamber 4, the BOG pipe 7 is connected to a heater 85. The BOG heated by the heater 85 is introduced into the buffer container 83 through a pipe 86. A compressor 87 is provided in the pipe 86. The heater 85 and the compressor 87 serve to adjust the temperature and pressure of the BOG.

[0025] Fuel, which is a mixture of vaporized gas and BOG, is temporarily stored in the buffer container 83. The fuel whose temperature and pressure are adjusted in the fuel conditioning chamber 4, that is, the fuel temporarily stored in the buffer container 83, is introduced from the fuel conditioning chamber 4 into the main engine 51 through a first fuel supply pipe 9A, into the power generation engine 52 from the fuel conditioning chamber 4 through a second fuel supply pipe 9B, and into the auxiliary boiler 53 from the fuel conditioning chamber 4 through a third fuel supply pipe 9C.

[0026] The first fuel supply pipe 9A is provided with a valve unit 91 containing multiple valves. Similarly, the second fuel supply pipe 9B and the third fuel supply pipe 9C are each provided with a valve unit 91. In this embodiment, the valve unit 91 is located in the engine room 14, but the valve unit 91 may be located in the fuel adjustment chamber 4. Alternatively, if there is a room dedicated to the valve unit 91, the valve unit 91 may be placed there.

[0027] As shown in Figures 3A and 3B, a safety valve 40 is provided on the roof of the fuel adjustment chamber 4, which opens when the pressure inside the fuel adjustment chamber 4 exceeds a threshold. A first intake ventilator 41 and a second exhaust ventilator 42 are also provided on the roof of the fuel adjustment chamber 4. Multiple support columns 3 are provided on the underside of the fuel adjustment chamber 4.

[0028] In this embodiment, the first ventilator 41 and the second ventilator 42 that form an opening to the atmosphere are mushroom ventilators. However, various shapes of ventilators can be used for the first ventilator 41 and the second ventilator 42. For example, the first ventilator 41 and the second ventilator 42 may be hooded louver ventilators provided on the side wall of the fuel adjustment chamber 4.

[0029] Furthermore, the fuel adjustment chamber 4 is provided with an intake duct 43 connected to the first ventilator 41 and an exhaust duct 44 connected to the second ventilator 42. These intake duct 43 and exhaust duct 44 are made of metal.

[0030] The size of the fuel adjustment chamber 4 can be determined as appropriate, but the aspect ratio R (R=L / W), which is the ratio of the length L to the width W of the fuel adjustment chamber 4, is preferably between 0.5 and 10.0. Furthermore, the height of the fuel adjustment chamber 4 is preferably between 1.0m and 10.0m.

[0031] Next, the construction method of ship 1 will be explained. First, the fuel adjustment chamber 4 is manufactured at a location different from the place where the hull 11 is manufactured (for example, a dock). The place where the fuel adjustment chamber 4 is manufactured is, for example, a dock or a boiler factory.

[0032] Next, the manufactured fuel adjustment chamber 4 is transported to the manufacturing site of the hull 11 and installed on the hull 11. The fuel adjustment chamber 4 may be transported as a single unit, or it may be divided during transport. In the latter case, even if the fuel adjustment chamber 4 is large, it can be transported by land.

[0033] With this method of constructing ship 1, the manufacturing of the fuel adjustment chamber 4 and the hull 11 can be carried out simultaneously. Therefore, the construction period for ship 1 can be shortened.

[0034] (modified version) This disclosure is not limited to the embodiments described above, and various modifications are possible without departing from the gist of this disclosure.

[0035] For example, as shown in Figures 4A and 4B, the fuel tank 2 may be positioned laterally at the stern, and the fuel adjustment chamber 4 may be positioned in front of the fuel tank 2.

[0036] (summary) In a first aspect, the present disclosure provides a method for constructing a ship including a propulsion engine that uses liquefied gas as fuel, wherein a fuel adjustment chamber, which houses equipment for adjusting the temperature and pressure of the fuel upstream of the propulsion engine, is manufactured at a location different from the ship's manufacturing site, the manufactured fuel adjustment chamber is transported to the ship's manufacturing site, and installed on the ship's hull.

[0037] With the above configuration, the manufacturing of the fuel adjustment chamber and the hull can be carried out simultaneously. Therefore, the construction period for the ship can be shortened.

[0038] In a second embodiment, in the first embodiment, for example, the aspect ratio, which is the ratio of the length to the width of the fuel adjustment chamber, may be 0.5 or more and 10.0 or less.

[0039] In a third embodiment, in the first or second embodiment, for example, the height of the fuel adjustment chamber may be 1.0 m or more and 10.0 m or less.

[0040] In a fourth embodiment, in any of the first to third embodiments, for example, a metal intake duct and an exhaust duct may be provided in the fuel adjustment chamber.

[0041] In a fifth embodiment, in any of the first to fourth embodiments, the fuel adjustment chamber may be divided during transport. This configuration allows for land transport even if the fuel adjustment chamber is large. [Explanation of Symbols]

[0042] 1 ship 11 Hull 4 Fuel adjustment room 43 Intake duct 44 Exhaust duct 51 Main engine (propulsion engine)

Claims

1. A method for constructing a ship that includes a propulsion engine fueled by liquefied gas, A fuel adjustment chamber, which houses equipment for adjusting the temperature and pressure of the fuel upstream of the propulsion engine and is equipped with a metal intake duct and exhaust duct inside, is manufactured at a location different from the ship's manufacturing site. A method for building a ship, comprising transporting the manufactured fuel adjustment chamber to the ship hull manufacturing site and installing it on the ship hull.

2. The method for constructing a ship according to claim 1, wherein the aspect ratio, which is the ratio of the length to the width of the fuel adjustment chamber, is 0.5 or more and 10.0 or less.

3. The method for constructing a ship according to claim 1 or 2, wherein the height of the fuel adjustment chamber is 1.0 m or more and 10.0 m or less.

4. The method for constructing a ship according to claim 1 or 2, wherein the fuel adjustment chamber is divided during transport.

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