• 대한조선학회논문집
• /
• 제54권5호
• /
• pp.361-367
• /
• 2017

A membrane type LNG cargo tank is equipped with a pump tower and a liquid dome for loading and unloading of LNG. However, the membrane running continuously on the tank wall to prevent leakage of LNG is interrupted by the liquid dome, hence care should be taken in the design of liquid dome and its substructures. In case of GTT NO96 membrane type cargo containment system, chair structure is arranged along the periphery of the liquid dome targeting to support the membrane which is exposed to the both hull girder and thermal load. This paper proposes a new and simple chair structure, which outperforms traditional design from productivity point of view maintaining same level of structural safety. Strength assessment on the new design was performed to guarantee the structural safety of the new design, which includes strength, fatigue and crack propagation analysis.

• 한국전산구조공학회논문집
• /
• 제29권1호
• /
• pp.53-60
• /
• 2016

본 연구는 NO96 화물창의 BOG(boil off gas), BOR(boil off rate)을 감소시키기 위한 노력으로 단열재료 및 단열층을 변화시켜서 개발된 NO96-GW, NO96-L03의 방열구조에 대해서 BOG, BOR 값을 계산하고 단열성능을 비교 평가하였다. 두가지의 변형된 NO96 모델을 기존의 NO96 방열과 단열층 및 단열재료의 차이점을 비교하고, 각각의 열저항 및 BOG/BOR 값의 비교 결과를 제시하였다. 열저항 값은 유한요소해석법을 이용하여 계산되었으며, 준정적 열평형 상태를 가정하여 열유속과 온도분포를 통하여 단열성능을 비교하였다. 계산에 사용된 화물창의 모든 재료물성치는 온도 의존값으로서 반영하여 $-163^{\circ}C$에서의 극저온 상태에서 특성을 반영되었다. 각 화물창의 BOG, BOR 계산은 국부 열전달 해석을 통해 방열판에서 발생하는 열유속을 계산하고, 등가모델을 적용하여 계산하는 과정으로 수행되었으며, 그 결과를 각 화물창의 단열성능을 비교 평가하기 위해서 검토하였다.

• Journal of Advanced Research in Ocean Engineering
• /
• 제3권3호
• /
• pp.112-124
• /
• 2017

As an LNG carrier preserves and transports liquefied natural gas under minus $163^{\circ}C$, the cargo tank has to have sufficient hull strength against not only the wave loads but also against loads caused by loading and unloading and thermal expansion to keep the LNG safely. The main insulation types for a CCS are No.96 and Mark III from GTT for the membrane LNG carrier. Particularly, the invar membrane plate in No.96 is very thin and its connections could experience high local stresses owing to such dynamic loads. Therefore, it should be verified whether those connections have sufficient fatigue lives for the purpose of operation and maintenance. This research aims at performing fatigue analysis with 0.1 fatigue damage criteria for 40 years of design life to support new membrane CCS development using proper S-N curves and the associated finite element modeling technique for each connection and then propose a reasonable design methodology.

• 한국전산구조공학회논문집
• /
• 제24권4호
• /
• pp.429-438
• /
• 2011

본 논문에서는 Membrane형 LNG선의 구성 요소를 대상으로 단열창의 열적 분포를 알아보기 위해 극저온 상태에서부터 온도 별로 각 소재의 열적 물성치인 열전도도(thermal conductivity)를 실험을 통해서 알아보았다. 극저온 상태인 $-163^{\circ}C$의 온도상태로 유지되어야 하는 LNG선 화물탱크는 단열재료로 하여금 열을 차단하기 위해 많은 연구가 되어야 하는데 특히 여러 재료로 구성되어 있는 단열 화물창(CCS: Cargo containment system)은 열적 물성치가 온도에 따라 각각 어떠한 값을 가지는 것이 주요 관심대상이고, 이를 통해 전체 LNG 단열 화물창이 어떤 열적 분포를 가지는 것에 대한 연구가 필요하다. 실험을 통해 얻은 물성치를 가지고 전체 화물창의 온도분포를 정적 열해석을 통해 알아보았다. 또한 외부의 충격에 의해 LNG가 누수되었을때 2차 방벽 특히 hull 부분에서는 누수량에 대해서 어떠한 온도분포와 열적 안전성에 대해서 알아보았다.

• International Journal of Naval Architecture and Ocean Engineering
• /
• 제8권6호
• /
• pp.537-553
• /
• 2016

This paper addresses the safety of two-row tank design by performing the extensive sloshing model tests. Owing to the uncertainties entangled with the scale law transforming the measured impact pressure up to the full scale one, so called comparative approach was taken to derive the design sloshing load. The target design vessel was chosen as 230 K LNG-FPSO with tow-row tank arrangement and the reference vessel as 138 K conventional LNG carrier, which has past track record without any significant failure due to sloshing loads. Starting with the site-specific metocean data, ship motion analysis was carried out with 3D diffraction-radiation program, then the obtained ship motion data was used as 6DOF tank excitation for subsequent sloshing model test and analysis. The statistical analysis was carried out with obtained peak data and the long-term sloshing load was determined out of it. It was concluded that the normalized sloshing impact pressure on 230 K LNG-FPSO with two-row tank arrangement is higher than that of convectional LNG carrier, hence requires the use of reinforced cargo containment system for the sake of failure-free operation without filling limitation.