Cargo tank capable of transporting various liquid cargoes, and ship structure using same

Abstract

The present invention relates to a cargo tank of a ship for transporting various liquid cargoes, and a structure thereof. The cargo tank (100) of the present invention has four wall surfaces (101) and upper and lower wall surfaces (102), which are made of synthetic resin rather than of metal, and the synthetic resin cargo tank (100) is disposed to be spaced a predetermined distance from the inner surface inside a hull (300) of a ship. A plurality of load dispersing and transferring means (1) for dispersing and transferring the load generated when the hull (300) or the like is deformed are interposed between the cargo tank (100) and the hull (300). The load dispersing and transferring means (1) includes: an inner plate (2) in contact with the cargo tank (100); an outer plate (3) in contact with the hull (300); and a spherical slide ball (4) interposed between the plates so as to be slidable. According to the present invention, the load generated in the cargo tank (100) and the hull (300) is more smoothly dispersed and transferred such that durability of the ship and the cargo tank (100) can be improved.

Description

Cargo tank capable of transporting various liquid cargoes and the structure of a ship utilizing the same

[0001] The present invention relates to a structure of a ship when applying a cargo tank for transporting various types of liquid cargo. More specifically, the invention relates to a cargo tank designed to transport a single type of liquid cargo, a cargo tank capable of transporting various types of liquid cargo through structural improvements, and a structure of a ship utilizing the same.

[0002] Generally, cargo ships can be broadly classified into vessels carrying liquid cargo and vessels carrying dry cargo. Liquid cargo carriers include oil tankers, chemical tankers, petroleum product tankers, liquefied natural gas (LNG) carriers, and petroleum gas carriers, while dry cargo carriers include iron ore carriers, container ships, and general cargo ships. Among these, all except general cargo ships are specialized vessels. Consequently, among dry cargo ships, there are general cargo ships capable of transporting various types of cargo. These general cargo ships could transport unspecified or non-standardized dry cargo such as small quantities of iron ore, a few containers, and coils; however, among liquid cargo carriers, there were no vessels capable of transporting a wide variety of liquid cargoes like general cargo ships. Furthermore, while oil tankers could transport chemicals and petroleum products, they could not transport liquefied natural gas, petroleum gas, ethane, methane, or ammonia. This is due to the characteristics of the transported materials, such as liquefied natural gas and petroleum gas, which operate at -163℃, This is because it is transported at -60℃, and substances such as ethanol, methane, and ammonia cause corrosion of steel.

[0003] Conventionally, natural gas, ammonia, and ethane are liquefied and loaded onto ships for large-scale transportation. At this time, natural gas becomes liquid at -163°C, ammonia at -33°C, and ethane at -89°C. Since ammonia liquefies at -33°C, FH-grade steel, which maintains its physical properties down to -60°C, could be used; however, such steel cannot be used due to corrosion issues. For example, LPG carriers utilize FH steel but cannot transport ammonia due to corrosion. Conversely, the density of liquefied ammonia is 0.682 ton / m³ and that of crude oil is 0.9 ton / m³, so crude oil cannot be transported by ammonia carriers. While it is possible to design ammonia carriers to transport crude oil, it is not economical. Furthermore, to prevent corrosion in the cargo tanks when transporting ammonia, nickel steel with less than 5% nickel content must be used; therefore, the cargo tanks of liquefied natural gas carriers require 7% Since nickel steel (stainless steel) or 9% nickel steel (stainless steel) is used, liquefied natural gas carriers cannot transport ammonia, and also, due to the difference in liquefaction temperatures between liquefied natural gas and ammonia, ammonia carriers cannot transport liquefied natural gas.

[0004] Such liquefied natural gas carriers are dedicated vessels, and to maintain natural gas in a liquid state, they are equipped with an insulation system suitable for the liquefaction temperature. The insulation system consists of plywood and insulation materials (glass fiber, polyurethane foam, perlite), and the plywood serves to withstand the load of liquefied natural gas. The density of liquefied natural gas is 0.47 ton / m³, while crude oil is 0.9 ton / m³, liquefied ammonia is 0.682 ton / m³, and liquefied ethane is 0.544 ton / m³. Although it is possible to design such liquefied natural gas carriers to transport crude oil, liquefied ammonia, and liquefied ethane, they had the disadvantage of not being economical.

[0005] In the conventional International Maritime Organization (IMO) IGC code, the cargo tanks of liquid cargo carriers are classified into monolithic, membrane, semi-membrane, and independent types (Type A, B, C), with membrane or independent types being primarily utilized. It is defined that materials applicable to cargo tanks are classified into metallic or non-metallic materials. However, in reality, for example, metallic materials applied to the cargo tanks of liquefied natural gas carriers include nickel steel, austenitic steel (stainless steel), and annealed aluminum alloys. There are no examples of specified non-metallic materials, and for non-metallic materials, one must refer to Appendix 4 of the IGC code. Appendix 4 describes load bearing, tightness, joining (welding, etc.), and the absence of chemical reaction with the cargo, as well as test methods for non-metallic materials.

[0006] Regarding the aforementioned conventional liquid cargo carriers, numerous technologies have been developed for installing metal independent liquefied gas storage tanks on a vessel, as disclosed in Korean Published Patent No. 9302 of 2013 (published January 23, 2013), in which support members are interposed vertically and horizontally between the vessel's hull and the storage tank. Additionally, as disclosed in Korean Published Patent No. 67860 of 2014 (published June 5, 2014), a technology has been developed in which anti-rolling chokes supporting the horizontal load of the cargo tank are installed above and below the center of the independent cargo tank, and additionally, multiple vertical supports are installed on the bottom of the cargo tank to support the vertical load, and hopper support means are also installed in the hopper section of the cargo tank to distribute the load of the cargo tank. Furthermore, as disclosed in Korean Published Patent No. 29161 of 2018 (published March 20, 2018), the cargo tank Although various technologies existed, such as distributing the load with a supporting structure between the outer side and the inner wall of the hull and interposing an insulating material to insulate the temperature of the liquid cargo liquefied by the gas inside the cargo tank, these also had the problem that the cargo tank was made of metal, and such liquid cargo carriers could not load and transport various types of liquid cargo, and because they could not be applied universally, liquid cargo carriers with different structures had to be provided depending on the type of liquid cargo, which was economically inefficient.

[0007] There has long been a demand for the development of technology that enables the manufacture of cargo tanks for liquid cargo carriers capable of transporting various liquid cargoes using synthetic resin, a non-metallic material that has never been conventionally used as a cargo tank material for liquid cargo carriers, and allows such non-metallic cargo tanks to be applied to ships.

[0008] The present invention aims to solve the problem of the aforementioned conventional technology by devising a new technology. The present invention provides a cargo tank made of synthetic resin instead of metal, such as steel, to solve the problems of cooling temperature and corrosion for transporting various liquid cargoes such as liquefied natural gas, liquefied ammonia, and liquefied ethane. In addition, the present invention provides a ship structure that allows the synthetic resin cargo tank to be stably applied to the ship by configuring the synthetic resin cargo tank as an independent type separate from the hull and installing reinforcing materials on the outer side of the cargo tank and the inner side of the hull to prevent deformation and damage of the cargo tank.

[0009] As a specific means to solve the problem of the above-mentioned invention, the present invention comprises a cargo tank capable of transporting various liquid cargoes and a structure of a ship utilizing the same, wherein the cargo tank capable of transporting various liquid cargoes according to the present invention is characterized in that the four walls and the upper and lower walls are made of a synthetic resin rather than an alloyed metal.

[0010] In the present invention, the material of the cargo tank is characterized by being made of any one of LDPE, HDPE, or UHMW-PE among synthetic resins.

[0011] The present invention is characterized by being configured to be formed by insert injection molding of a reinforcing means in which a plurality of individual cores are spaced apart and arranged in one or both directions, horizontally or vertically, to reinforce the mechanical properties of the cargo tank inside each wall of a synthetic resin cargo tank.

[0012] The structure of a ship utilizing a cargo tank capable of transporting various liquid cargoes according to the present invention is characterized by being configured such that a cargo tank, in which the four side walls and the upper and lower walls are made of synthetic resin rather than metal, is positioned inside the hull of the ship at a predetermined distance from the inner surface of the hull.

[0013] The present invention is characterized by including a plurality of load distribution and transmission means configured to distribute and transmit a load when a load is applied due to pressure generated by deformation of the cargo tank and the hull, between the four sides of the synthetic resin cargo tank and the upper and lower walls corresponding to the hull of the ship.

[0014] The present invention is characterized by a dense structure in which a plurality of load distribution and transfer means interposed between the cargo hold and the hull are configured to be close to and adjacent to each other.

[0015] The present invention is characterized by a sparse structure in which a plurality of load distribution transfer means interposed between a cargo hold and a hull are spaced apart at a distance such that they do not come into contact with each other when the cargo hold and the hull are deformed, and a fixed frame into which the load distribution transfer means are inserted is installed, which is formed to protrude toward the internal cargo hold so that each load distribution transfer means is not arbitrarily moved on the inner surface of the hull.

[0016] In the present invention, the load distribution and transmission means comprises an inner plate having an inner contact surface formed to contact the outer surface of the cargo hold and an inner groove formed curvedly in the center opposite the inner contact surface; an outer plate having an outer contact surface formed to contact the inner surface of the hull and an outer groove formed curvedly in the center opposite the outer contact surface, facing the inner groove; and a spherical slide ball installed between the inner plate and the outer plate such that one side is installed to slide into the inner groove and the other side is installed to slide into the outer groove, so that the inner plate and the outer plate face each other with a predetermined gap.

[0017] The present invention is characterized by including a middle plate that is spaced apart from the inner plate and the outer plate by a predetermined distance between them, and is configured such that a slide ball penetrates through the center and slides along the surface of the slide ball. In this case, the middle plate is formed such that its thickness gradually decreases from the inner side closer to the slide ball to the outer side farther away, so that when the middle plate slides around the slide ball, the operating radius between the inner plate and the outer plate is maximized. Additionally, a round or inclined chamfer may be formed on the edge corners of one or more plates among the inner plate, the outer plate, and the middle plate to facilitate the smooth distribution and transmission of the load.

[0018] The present invention is characterized by including an auxiliary load distribution means additionally installed to have the same structure as the load distribution means between the hull and the load distribution means, on the outer side of the load distribution means supported by the cargo hold, so as to distribute and transmit the load when a load is applied between the hull and the load distribution means due to pressure generated by deformation of the cargo hold and the hull.

[0019] The present invention is characterized by including an auxiliary load distribution means additionally installed to distribute and transmit a load when a load is applied between the hull and the load distribution means by pressure generated by deformation of the cargo hold and the load distribution means, such that the auxiliary load distribution means is installed to have the same structure as the load distribution means on the outer side of the load distribution means supported by the cargo hold and between the load distribution means and the hull, and is installed so as to be supported by four of them on one load distribution means.

[0020] According to the specific means for solving the above-described problem, the cargo tank capable of transporting various liquid cargoes according to the present invention and the structure of a ship utilizing the same are manufactured from synthetic resin rather than general or alloyed metals such as steel for the cargo tank in which the liquid cargo is loaded, thereby possessing excellent properties such as chemical stability, electrical stability, cryogenic stability, weldability, and corrosion resistance. Consequently, rather than being a dedicated vessel applicable only to a single specific liquid cargo, it is a general liquid cargo ship capable of transporting a wide variety of liquid cargoes, providing the effect of versatility that allows for the transport of various liquid cargoes such as crude oil, various chemical substances, petroleum products, liquefied natural gas, liquefied petroleum gas, liquefied ammonia, liquefied ethane, liquefied hydrogen, and liquefied methane without replacing the ship or the cargo tank.

[0021] Furthermore, since the cargo hold is made of a single synthetic resin rather than alloyed steel or metal, the load distribution and transmission means interposed between the cargo hold and the hull has a simple structure while enabling the functions of distributing and transmitting the applied load to be performed extremely easily and accurately, thereby providing the effect of reducing manufacturing costs and improving operational reliability.

[0022] In addition, this invention provides significant expected effects, such as improving the durability of the ship and the cargo tank by configuring the above-mentioned synthetic resin cargo tank to be applied to a ship with a load distribution and transmission means interposed between it and the hull using a reinforcing material. This configuration blocks high loads that would cause the cargo tank to deform or break due to deformation of the steel hull caused by external loads, such as waves acting on the ship during operation, while ensuring that only the distributed low load is transmitted to the cargo tank, thereby preventing the synthetic resin cargo tank from deforming or breaking even with hull deformation.

[0023] FIG. 1 is an illustrative diagram showing an example of a cargo hold provided by the present invention.

[0024] FIG. 2 is an illustrative diagram showing another example of a cargo hold provided by the present invention.

[0025] FIG. 3 is an illustrative diagram showing another example of a cargo hold provided by the present invention.

[0026] FIG. 4 is an illustrative diagram showing another example of a cargo hold provided by the present invention.

[0027] FIG. 5 is an exemplary diagram of a ship structure in which the cargo hold of the present invention is applied to the hull.

[0028] FIG. 6 is an exemplary diagram of another example of a ship structure in which the cargo hold of the present invention is applied to the hull.

[0029] FIG. 7 is an illustrative diagram showing an example of a load distribution transfer means in the present invention.

[0030] FIG. 8 is an illustrative diagram showing another example of a load distribution transfer means in the present invention.

[0031] FIG. 9 is an exemplary diagram showing an example of a load distribution transfer means in the present invention densely interposed between a cargo hold and a hull.

[0032] FIG. 10 is an exemplary diagram showing another example of a load distribution transfer means in the present invention densely interposed between a cargo hold and a hull.

[0033] FIG. 11 is an exemplary diagram showing an example of a load distribution transfer means in the present invention sparsely interposed between a cargo hold and a hull.

[0034] FIG. 12 is an exemplary diagram showing another example of a load distribution transfer means in the present invention sparsely interposed between the cargo hold and the hull.

[0035] FIG. 13 is an exemplary diagram showing the operation of an example of a load distribution transfer means in the present invention when installed on a hull.

[0036] FIG. 14 is an illustrative diagram showing the operation of another example of the load distribution transfer means in the present invention when installed on a hull.

[0037]

[0038] The present invention aims to provide a cargo tank capable of transporting various types of liquid cargo through structural improvements to a cargo tank and a ship structure utilizing the same, which are typically designed to transport only one type of liquid cargo.

[0039] The cargo tank (100) of the present invention, which is capable of transporting various liquid cargoes, is formed as a roughly cuboid with front, rear, left, and right side walls (101) and upper and lower walls (102) as shown in FIG. 1, and although the corners are formed to be angled in the drawing, it is preferable that the corners are actually formed to be rounded to minimize damage to the corners.

[0040] The cuboid-shaped cargo tank (100) of the present invention is not made of a metal alloy of various materials, but rather the four walls (101) and the upper and lower walls (102) are made of synthetic resin. In this case, the cargo tank (100) is made of one of the following materials from various synthetic resins: LDPE (Low Density Polyethylene), HDPE (High Density Polyethylene), and UHMW-PE (Ultra High Molecular Weight Polyethylene).

[0041] As shown in FIGS. 2 to 4, the cargo tank (100) is configured such that a reinforcing means (200) is formed by insert injection, wherein a plurality of individual cores (210) are spaced apart and arranged in one or both directions of horizontal and vertical to reinforce the mechanical properties, such as tensile strength or bending strength, of the cargo tank (100).

[0042] At this time, the reinforcing means (200) may be composed of a fiber roving core (211) roved with glass fiber or carbon fiber as shown in FIG. 2, or, as shown in FIG. 3, a stainless steel rod (212) made of SUS304 or SUS316, which is used as an insulating material for the cargo tank (100) of a liquefied natural gas carrier and has no or minimal deformation at cryogenic temperatures, and improves the mechanical properties of the cargo tank (100) made of LDPE, HDPE, or UHMW-PE, or, as shown in FIG. 4, an alloy of iron (Fe) and nickel (Ni) having a specific composition of 64% by weight of iron and 36% by weight of nickel, and having a coefficient of thermal expansion so low that it is difficult to call it a metal, and may be composed of an Invar rectangular body (213) with a rectangular cross-section, or the Invar may be composed of a rod made of solid rod, or the Stainless steel such as SUS304 or SUS316 can be configured into a rectangular body with a rectangular cross-section.

[0043] The cargo tank (100) of the present invention, which is capable of transporting various liquid cargoes as described above, has four side walls (101) and upper and lower walls (102) made of synthetic resin other than metal, such as LDPE, HDPE, or UHMW-PE, and such cargo tank (100) can be configured to be spaced apart from the inner surface of the hull (300) at a predetermined distance to protect the cargo tank (100) and the hull (300) from expansion caused by the liquid cargo inside the cargo tank (100) or deformation of the hull (300) caused by the operation of the ship, as shown in FIGS. 5 and 6.

[0044] In this way, a plurality of load distribution and transmission means (1) are configured to actively protect the synthetic resin cargo tank (100), which has lower durability compared to the metal hull (300), by preventing concentrated loads when a load is applied between the hull (300) of the ship corresponding to the upper and lower walls (102) and the four sides of the synthetic resin cargo tank (100), by dispersing and transmitting the load generated by the deformation of the cargo tank (100) and the hull (300).

[0045] As shown in FIG. 5, a plurality of load distribution transfer means (1) interposed between the cargo tank (100) and the hull (300) may be configured in a dense structure in which they are close to each other, or as shown in FIG. 6, a plurality of load distribution transfer means (1) interposed between the cargo tank (100) and the hull (300) may be configured in a sparse structure in which they are spaced apart from each other, and a fixed frame (310) into which the load distribution transfer means (1) is inserted is formed to protrude toward the internal cargo tank (100) so that each load distribution transfer means (1) does not move arbitrarily on the inner surface of the hull (300).

[0046] At this time, as shown in FIG. 5, one or more of the four-sided wall surface (101) and the upper and lower wall surface (102) of the cargo tank (100) may be configured to overlap in a double layer, or as shown in FIG. 6, the four-sided wall surface (101) and the upper and lower wall surface (102) of the cargo tank (100) may be configured as a single wall surface structure.

[0047] In the present invention, the load distribution transfer means (1) interposed between the cargo tank (100) and the hull (300) is composed of a slide ball (4) interposed in the middle between the inner plate (2) corresponding to the cargo tank (100) and the outer plate (3) corresponding to the hull (300), as shown in FIGS. 7 to 9.

[0048] As shown in FIG. 7, the inner plate (2) is formed with an inner contact surface (21) formed to be in contact with the outer surface of the cargo tank (100) and an inner groove (22) formed in a curved shape in the middle opposite the inner contact surface (21), and the outer plate (3) is formed with an outer contact surface (31) formed to be in contact with the inner surface of the cargo tank (100) and an outer groove (32) formed in a curved shape in the middle opposite the outer contact surface (31), and the slide ball (4) is installed so that one side can slide into the inner groove (22) between the inner plate (2) and the outer plate (3), and the other side can slide into the outer groove (32), so that the inner plate (2) and the outer plate (3) face each other with a predetermined gap and are formed in a spherical shape.

[0049] As another example, the load distribution transmission means (1) is configured such that, as shown in FIG. 8, a middle plate (5) is formed so as to be spaced apart from the inner plate (2) and the outer plate (3) by a predetermined distance, and a slide ball (4) passes through the center and slides along the surface of the slide ball (4). The thickness of the middle plate (5) is formed to gradually decrease from the inner side closer to the slide ball (4) to the outer side farther away, so that when the middle plate (5) slides around the slide ball (4), the operating radius between the inner plate (2) and the outer plate (3) is maximized.

[0050] The load distribution transfer means (1) of the present invention may be installed so as to be adjacent and densely spaced as shown in FIGS. 9 and FIGS. 10, which are enlarged excerpts of some corner portions, or installed so as to be sparsely spaced and inserted into the fixed frame (310) as shown in FIGS. 11a and FIGS. 12a, each showing an example of being installed in a row.

[0051] In addition, the auxiliary load distribution means (6) is installed adjacently and densely on the outside of the load distribution means (1) of the present invention in two rows as shown in FIGS. 9b and FIGS. 10b, or is installed sparsely in two rows as shown in FIGS. 11b and FIGS. 12b.

[0052] The auxiliary load distribution transfer means (6) of the present invention is installed on the outside of the load distribution transfer means (1) supported on the cargo tank (100) and between the load distribution transfer means (1) and the hull (300) to have the same structure as the load distribution transfer means (1), thereby preventing concentrated loads by distributing and transferring the load when it acts between the hull (300) and the load distribution transfer means (1) due to pressure generated by deformation of the cargo tank (100) and the hull (300), and is additionally installed to actively protect the synthetic resin cargo tank (100), which has lower durability compared to the metal hull (300).

[0053] The above auxiliary load distribution transmission means (6) may be formed so that several of them overlap (not shown, may be configured from 2 to n rows, and may be configured to gradually decrease in size outwardly or overlap with the same size), and the auxiliary load distribution transmission means (6) and the load distribution transmission means (1) may have the same structure or differ from each other, and the load distribution transmission means (1) and the auxiliary load distribution transmission means (6) may be formed in 2 rows with the same structure and the same size.

[0054] As shown in FIGS. 9 and 10, an auxiliary load distribution means (6), made smaller than the load distribution means (1), is inserted into the corner between the slope walls (101) and the corner between the slope walls (101) and the upper and lower walls (102) to distribute and transmit the load between the outer corner of the cargo hold (100) and the inner corner of the hull (300).

[0055] As shown in FIGS. 11 and 12, when the load distribution means (1) is sparsely configured between the cargo hold (100) and the hull (300), the load distribution means (1) that is inserted into the fixed frame (310) protruding from the inner surface of the hull (300) is configured such that the outer plate (3) is inserted. When an auxiliary load distribution means (6) is further installed on the outer side of the load distribution means (1), the auxiliary load distribution means (6) is completely inserted into the interior of the fixed frame (310), and additionally, a part of the outer plate (3) of the inner load distribution means (1) is inserted so that the position of the load distribution means (1) and the auxiliary load distribution means (6) is not arbitrarily moved by the fixed frame (310).

[0056] The cargo tank (100) of the present invention configured as described above, which is capable of transporting various liquid cargoes, is not a metal cargo tank (100) made of an alloy of various metals, but is a synthetic resin cargo tank (100) made of plastic, that is, configured to load, store, and unload various liquid cargoes, thereby enabling the effect of having versatility that can be widely used for transporting various liquid cargoes.

[0057] The structure of a ship using a cargo tank (100) capable of transporting various liquid cargoes according to the present invention is such that, as shown in FIGS. 5 and 6, a cargo tank (100) molded of synthetic resin rather than metal is interposed with a load distribution transmission means (1) and, if necessary, an auxiliary load distribution transmission means (6) inside the ship's hull (300), thereby preventing damage and breakage of the synthetic resin cargo tank (100) inside the metal hull (300), and dispersing and transmitting the load generated by the expansion force of the liquid cargo inside the cargo tank (100) and the pressure generated by the deformation of the hull (300) due to the operation of the ship, so as to prevent damage to the cargo tank (100) and the hull (300) and improve durability.

[0058] The structure of a ship using a cargo tank (100) capable of transporting various liquid cargoes according to the present invention is such that, as shown in FIGS. 5 and 6, a cargo tank (100) molded of synthetic resin rather than metal is interposed with a load distribution transmission means (1) and, if necessary, an auxiliary load distribution transmission means (6) inside the ship's hull (300), thereby preventing damage and breakage of the synthetic resin cargo tank (100) inside the metal hull (300), and dispersing and transmitting the load generated by the expansion force of the liquid cargo inside the cargo tank (100) and the pressure generated by the deformation of the hull (300) due to the operation of the ship, so as to prevent damage to the cargo tank (100) and the hull (300) and improve durability.

[0059] At this time, the load distribution transfer means (1) between the cargo tank (100) and the hull (300) is, according to one example as shown in FIG. 13, a slide ball (4) is inserted into the inner groove (22) of the inner plate (2) and the outer groove (32) of the outer plate (3) on each side, in the inner groove (22) of the inner plate (2) and the outer groove (32) of the outer plate (3), respectively, between the inner plate (2) which contacts the outer surface of the cargo tank (100) corresponding to the inner surface where expansion pressure is generated by various liquid cargoes loaded inside, and the outer plate (3) which contacts the inner surface where deformation pressure is generated by the operation of the ship. With the slide ball (4) at the center, the inner plate (2) rotates and slides according to the deformation of the cargo tank (100) which contacts the inner surface (21), and with the slide ball (4) at the center, the outer plate (3) rotates and slides according to the deformation of the hull (300) which contacts the outer surface (31). At this time, as shown in the drawing When an auxiliary load distribution means (6) is installed interposed between the load distribution means (1) and the hull (300), if the outer plate (3) of the auxiliary load distribution means (6) rotates and slides around the slide ball (4) due to the deformation of the hull (300), the inner plate (2) on the inner side of the slide ball (4) rotates and slides. Accordingly, the inner plate of the auxiliary load distribution means (6) presses a part of the outer plate (3) of the load distribution means (1), and as the outer plate (3) rotates and slides around the slide ball (4) of the load distribution means (1), the expansion load generated by the weight or phase change of liquid cargo in the inner cargo tank (100) or the deformation load of the hull (300) generated by the operation of the ship on the outside is distributed by the load distribution means (1) interposed therein or the auxiliary load distribution means (6) additionally installed therein. By distributing and transferring the load, the synthetic resin cargo tank (100) inside the hull (300) of the ship can be protected more efficiently.

[0060] In addition, according to another example of a load distribution and transmission means (1) between a cargo tank (100) and a hull (300) as illustrated in FIG. 14, a middle plate (5) is installed to rotate and slide on a slide ball (4) spaced apart from an inner plate (2) and an outer plate (3), so that compared to one example of FIG. 13, the inner plate (2) and the outer plate (3) are relatively thin, and the middle plate (5) is formed to gradually become thinner from the slide ball (4) outward, so that the sliding rotation radius of the inner plate (2) and the outer plate (3) around the slide ball (4) becomes larger, thereby allowing the load caused by deformation of the cargo tank (100) and the load caused by deformation of the hull (300) to be distributed and transmitted more efficiently.

[0061] According to the present invention, when load distribution and transmission means (1) are installed adjacently and correspondingly as in FIG. 5 or FIG. 13 to 14, the load is distributed and transmitted only in the direction of the inner cargo tank (100) and the outer hull (300), but the load can also be distributed and transmitted to each other among adjacent load distribution and transmission means (1). Also, when load distribution and transmission means (1) are installed sparsely and inserted into a fixed frame (310) as in FIG. 6, the load is distributed and transmitted only in the direction of the inner cargo tank (100) and the outer hull (300), but the load is distributed and transmitted not only in the inner and outer directions but also to the side from the inner side of the hull (300) by means of the fixed frame (310) protruding from the inner cargo tank (100) and the outer hull (300).

[0062] As described above, the detailed description of the present invention has explained the most preferred embodiment of the present invention, but various modifications are possible within the scope of the technical scope of the present invention. Therefore, the scope of protection of the present invention is not limited to the above embodiment, but should be recognized to include the technologies of the claims described below and equivalent technical means derived from these technologies.

[0063] The cargo tank and the structure of a ship utilizing the same, which are capable of transporting various liquid cargoes provided in the present invention, are characterized by making the material of the cargo tank (100) a synthetic resin instead of conventional metal or steel, and supporting the cargo tank by interposing a load distribution transfer means (1) between the synthetic resin cargo tank (100) and the hull (300). Accordingly, the present invention has high industrial applicability as it can be usefully utilized in the shipbuilding industry for manufacturing general-purpose liquid cargo carriers capable of safely transporting various types of liquid cargoes, such as liquefied natural gas (LNG), liquefied petroleum gas (LPG), and crude oil, which previously had to be transported by separate dedicated vessels, as well as in the maritime transport industry for transporting cargo by operating such vessels.

Claims

1. A cargo tank capable of transporting various liquid cargoes, characterized in that the material of the cargo tank (100) is a synthetic resin rather than an alloyed metal, and the four walls (101) and the upper and lower walls (102) are made of such resin.

2. In Claim 1; A cargo tank capable of transporting various liquid cargoes, characterized in that the material of the cargo tank (100) is made of any one of LDPE, HDPE, and UHMW-PE from synthetic resin.

3. In Claim 1; A cargo tank capable of transporting various liquid cargoes, characterized in that a reinforcing means (200) is configured to be formed by insert injection, wherein a plurality of individual cores (210) are spaced apart and arranged in one or both directions of horizontal and vertical to reinforce the mechanical properties of the cargo tank (100) within each wall surface of a synthetic resin cargo tank (100).

4. A structure of a ship capable of transporting various liquid cargoes, characterized in that the side walls (101) and upper and lower walls (102) are made of synthetic resin rather than metal, and the cargo tank (100) is configured to be placed inside the hull (300) of the ship at a predetermined distance from the inner surface of the hull (300).

5. In claim 4; A plurality of load distribution and transmission means (1) configured to distribute and transmit a load when a load is applied between the hull (300) of a ship corresponding to the upper and lower walls of the synthetic resin cargo tank (100) and the cargo tank (100) by pressure generated by deformation of the cargo tank (100) and the hull (300): A ship structure utilizing a cargo hold capable of transporting various liquid cargoes characterized by including this.

6. In claim 5; A ship structure using a cargo tank capable of transporting various liquid cargoes, characterized by a dense structure in which a plurality of load distribution transfer means (1) interposed between the cargo tank (100) and the hull (300) are configured to be close to each other.

7. In Claim 5; A plurality of load distribution transfer means (1) interposed between the cargo hold (100) and the hull (300) are configured to be spaced apart at a distance such that they do not come into contact with each other when the cargo hold (100) and the hull (300) are deformed, and are formed in a sparse structure; A fixed frame (310) into which the load distribution transfer means (1) is inserted is formed to protrude toward the internal cargo hold (100) so that each load distribution transfer means (1) is not moved arbitrarily on the inner surface of the hull (300); A ship structure utilizing a cargo hold capable of transporting various liquid cargoes characterized by 8. In Claim 5; The load distribution transfer means (1) is, An inner plate (2) comprising an inner contact surface (21) formed to be in contact with the outer surface of the cargo tank (100) and an inner groove (22) formed in a curved manner in the middle of the opposite side of the inner contact surface (21); An outer plate (3) comprising an outer surface (31) formed to be in contact with the inner surface of the hull (300), an inner groove (22) formed in a curved manner in the middle opposite the outer surface (31), and an outer groove (32) formed to be inserted facing it; A spherical slide ball (4) configured such that one side is installed so as to be slidable in the inner groove (22) between the inner plate (2) and the outer plate (3), and the other side is installed so as to be slidable in the outer groove (32), so as to be configured such that the inner plate (2) and the outer plate (3) face each other with a predetermined gap; A ship structure utilizing a cargo hold capable of transporting various liquid cargoes characterized by including this.

9. In Claim 8; A ship structure using a cargo tank capable of transporting various liquid cargoes, characterized by including a middle plate (5) which is spaced apart from the inner plate (2) and the outer plate (3) by a predetermined distance between the inner plate (2) and the outer plate (3), and configured such that a slide ball (4) penetrates through the center and slides along the surface of the slide ball (4).

10. In claim 5; An auxiliary load distribution means (6) additionally installed to have the same structure as the load distribution means (1) between the load distribution means (1) and the hull (300) on the outside of the load distribution means (1) supported by the cargo tank (100), so as to distribute and transmit the load when a load is applied by pressure generated by the deformation of the cargo tank (100) and the hull (300) between the hull (300) and the load distribution means (1); A ship structure utilizing a cargo hold capable of transporting various liquid cargoes characterized by including this.

11. In claim 5; An auxiliary load distribution means (6) additionally installed to distribute and transmit a load when a load is applied between the cargo tank (100) and the load distribution means (1) by pressure generated by deformation of the cargo tank (100) and the hull (300), such that it has the same structure as the load distribution means (1) and is installed so as to be supported by four of them on the outer side of the load distribution means (1) supported on the cargo tank (100) and the hull (300); A ship structure utilizing a cargo hold capable of transporting various liquid cargoes characterized by including this.

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