• Journal of the Korean Institute of Gas
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• v.17 no.2
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• pp.85-89
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• 2013

The purpose of the development of KC-1 LNG cargo containment system is reduction in royalty and increase in competitiveness of shipbuilding industry. An assessment of structure safety for LNG cargo containment system under sloshing load due to ship motion has become an important design element. The ideal way is to implement fully interaction of the fluid domain and the cargo containment system. However the irregular sloshing pressure were idealized in the form of a triangular wave for safety assessment because the fluid- structure interaction analysis is taken the extensive computation time and difficult to ensure the accuracy of the results. In this study, the sloshing load was assumed to be a triangular wave with a maximum pressure of 10 bar during 15/1000 seconds. In the analytic results, the basic insulation panel of KC-1 LNG cargo containment system was assessed to be structurally safe for sloshing load.

• 한국전산유체공학회:학술대회논문집
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• 2008.03a
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• pp.308-315
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• 2008

극저온 유체를 운반하는 선박의 화물창은 보통 1차 방벽과 2차 방벽으로 구성되어 있다. 1차 방벽에 소량의 극저온 유체의 누출이 생기더라도, 액밀이 되는 2차 방벽에서 추가적인 극저온 유체의 누출을 방지할 수 있기 때문이다. 그러나 2차 방벽에 추가적인 손상이 생길 경우 유리솜으로 만들어진 Flat Joint를 거쳐 선체내벽까지 극저온 유체에 노출될 가능성이 있게 된다. 본 연구의 관심사는 2차 방벽의 손상 정도에 따라, 그리고 누출되는 극저온 유체의 양에 따라, 내측선체에 얼마나 영향이 미치는가를 알아보는 것이다. 이를 위해 본 연구에서는 극저온 유체를 운반하는 선박의 화물창을 구성하는 2차 방벽에 구멍을 뚫어 Flat Joint 사이로 극저온 유체가 흘러 들어가도록 격자를 생성한 후, CFD 소프트웨어를 이용하여 극저온 유체의 누출에 대한 계산을 수행 하였으며 이를 실험 결과와 비교 분석 하였다. 실험과 계산 결과를 살펴보면, 극저온 유체량에 따라 내측 선체에의 피해를 최소화 할 수 있음을 확인하였다.

• 한국전산유체공학회:학술대회논문집
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• 2008.10a
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• pp.308-315
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• 2008

극저온 유체를 운반하는 선박의 화물창은 보통 1차 방벽과 2차 방벽으로 구성되어 있다. 1차 방벽에 소량의 극저온 유체의 누출이 생기더라도, 액밀이 되는 2차 방벽에서 추가적인 극저온 유체의 누출을 방지할 수 있기 때문이다. 그러나 2차 방벽에 추가적인 손상이 생길 경우 유리솜으로 만들어진 Flat Joint를 거쳐 선체내벽까지 극저온 유체에 노출될 가능성이 있게 된다. 본 연구의 관심사는 2차 방벽의 손상 정도에 따라, 그리고 누출되는 극저온 유체의 양에 따라, 내측선체에 얼마나 영향이 미치는가를 알아보는 것이다. 이를 위해 본 연구에서는 극저온 유체를 운반하는 선박의 화물창을 구성하는 2차 방벽에 구멍을 뚫어 Flat Joint 사이로 극저온 유체가 흘러 들어가도록 격자를 생성한 후, CFD 소프트웨어를 이용하여 극저온 유체의 누출에 대한 계산을 수행 하였으며 이를 실험 결과와 비교 분석 하였다. 실험과 계산 결과를 살펴보면, 극저온 유체량에 따라 내측 선체에의 피해를 최소화 할 수 있음을 확인하였다.

• Journal of the Society of Naval Architects of Korea
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• v.35 no.1
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• pp.98-106
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• 1998

This paper shows the temperature distribution of double hull compartment and of cofferdam in a large LNG Carrier. In LNG Carrier, due to the lower cargo temperature($-163^{\circ}C$), structures are forced to lose their strength if additional heat is not supplied. So it is very important to estimate the temperature distribution and the heat flux needed to maintain the structure properly. The temperature of each compartment is obtained using 2-dimensional model analysis and compared with 3-dimensional results. And also this paper gives preliminary estimation of pipe length to supply necessary heat flux in bare pipe and finned pipe.

• Journal of the Society of Naval Architects of Korea
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• v.46 no.6
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• pp.650-658
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• 2009

Two dimensional sloshing phenomena in regularly excited liquid cargo tank are numerically simulated with finite difference method. Navier-Stokes equations and continuity equation are computed for this study. The free-surface is determined every time step satisfying kinematic boundary condition using marker-density method. And the exciting force is treated by adding the acceleration of the tank to source term. The results are compared with other existing experiment results. And the comparison results show a good agreement. The sloshing phenomena in the tank of the 138K LNG carrier in sway motion is simulated with present calculation methods in low filling level. To find the relations between impact pressure and excitation condition, the calculations are performed in various amplitudes and periods. The averaged maximum pressures are compared each other.

• Journal of computational fluids engineering
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• v.14 no.2
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• pp.9-18
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• 2009

The cargo containment system (CCS) for ships carrying cryogenic fluid consists of at least two levels of barriers and insulation layers. It is because, even though there is a small amount of leak through the primary barrier, the liquid tight secondary barrier blocks further leakage of the cryogenic fluid. However, once the secondary barrier is damaged, it is highly possible that the leaked cryogenic fluid flows through the flat joint made of glass wool and reaches the inner hull of the ship. The primary objective of the present study is to investigate the influence of the damage extent in the secondary barrier on the amount of leaked cryogenic fluid reaching the inner hull and the temperature distribution there. Simulation results using a computational fluid dynamics tool were compared with the experimental data for the leaked cryogenic fluid flow and evaporation in the secondary insulation layer. The experimental and computational results suggest that, unless there is a massive leak, the cryogenic fluid mostly evaporates in the insulation layer and does not reach the inner hull in the state of liquid.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.4
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• pp.345-352
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• 2017

In this study, the effect of cryogenic liquefied natural gas leakage and loading on liquefied natural gas cargo hold is investigated to observe the performance of the polymer foam material that comprises the cryogenic insulation of the cargo hold. The primary barriers of liquefied natural gas carrier that are in contact with the liquefied natural gas will leak if damage is accumulated, owing to fluid impact loads or liquefied natural gas loading / unloading over a long period. The leakage of the cryogenic fluid affects the interior of the polymer foam, which is a porous closed cell structure, and causes a change in behavior with respect to the working load. In this study, mechanical properties of polyisocyanurate foam specimen, which is a polymer material used as insulation, are evaluated. The performance of the specimens, owing to the cold brittleness and the impregnation effects of the cryogenic fluids, are quantitatively compared and analyzed.

• Journal of the Society of Naval Architects of Korea
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• v.50 no.2
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• pp.120-128
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• 2013

This paper presents the results of sloshing experiments having different fluids in model tanks with various density ratios. The experimental model consisting water and air at ambient, which has been commonly used, is not consistent in density ratio with that of an actual LNG cargo tank. Therefore, an advanced experimental scheme is developed to consider the same density ratio of LNG and NG by using a mixed gas of sulfur hexafluoride ($SF_6$) and nitrogen ($N_2$). For experimental observation, a two-dimensional model tank of 1/40 scale and a three-dimensional model tank of 1/50 scale have been manufactured and tested at various conditions. Two different fillings with various excitation frequencies under regular motions have been considered for the two-dimensional model tank, and three different filling levels under irregular motions have been imposed for the three-dimensional model tank. The density ratio between gas and liquid varies from the ratio of the ambient air and water to that of the actual LNG cargo container, and the different composition of gas is used for this variation. Based on the present experimental results, it is found that the decrease of sloshing pressure is predicted when the density ratio increases.