Академический Документы
Профессиональный Документы
Культура Документы
ThomasLamb
InnovativeMarineProductDevelopment,LLC Lynnwood,Washington,USA
Introduction
Beforewegetintothesloshingproblemabriefdescriptionof theCDTSwillbegiven. Forfurtherdetailspleaseseefollowingreferences:
LAMB,T.,andRAMOO,R.,TheApplicationofaNewTankContainment SystemtoULTRALargeLNGCarriers,"OTC2009 RAMOO,R.,PARTHASARATHY,M.,SANTANI,J.,andLAMB,T.,"Theuseof AdvancedStructuralAnalysisandSimulationToolstoValidatea New IndependentLNGTankContainmentSystem," ICCAS2009 LAMB,T.,andRAMOO,R.,ANewConceptforCNGCarriersandFloating CNG/OilProcessingandStorageOffshorePlatforms,"CNGForum,London 2009 LAMB,T,andRAMOO,R,ANewTankContainmentSystemforFloatingLNG andCNGProcessingandStorageOffshorePlatforms,"OTC2010
June15,2011 FLNG2011 2
CurrentGeometryoftheCDTS
June15,2011
FLNG2011
CylindersandInnerVolume
June15,2011
FLNG2011
ComparisonofTankVolumetricEfficiency
TankType PrismaticSelfStandingIHISPB Membrane MembranePRISM CDTS Spherical
*Efficiencycomparedtosolidcubeof49,108cm
June15,2011
FLNG2011
Tank Space Required by Tank Containment System for 300,000 m3 Capacity - Membrane, Spherical and CDTS
SPHERICAL
Length272.5m Breadth52.5m Depth52.5m
SPHERICAL
Length232m Breadth56m Depth56m
MEMBRANEandIHISPB
Length218m Breadth53m Depth32m
CDTS
Length206m Breadth49.5m Depth49.5m
June15,2011 FLNG2011 6
June15,2011
FLNG2011
ConceptFONGPSOArrangement
June15,2011
FLNG2011
ComparisonofFLNGDesigns
CHARACTERISTIC IHI SPB CDTS LOA m 488 425 Beam m 74 85 Depth m 44 46 Draft m 20 19 Displacement t 602000 578000 Lightship Weight t 316000 288000 Deadweight t 286000 290000 LNG t 205920 205920 Condensate t 57200 57200 LPG t 22880 22880 LNG cm 460000 460000 Condensate cm 65000 65000 LPG cm 50000 50000 Tank Length m 350 290 Number of LNGTanks 7x2 12 Tank Dimensions 50x64x34 38x38x38 Tank Weight t 50000 18000 COST RATIO Platform 100 95 Cost Ratio Tanks 100 70 Note Shell Tanks Steel - CDTS Aluminum
June15,2011 FLNG2011 9
SeakeepingConsiderations VesselHydrodynamics
Seakeepingevaluationinvolves3parts ExpectedSeaConditions ResultingVesselMotion SeaKeepingDesignCriteria ForLNGCarriers,wearealsointerestedin the
ResultingLiquidMotionintheLNGTanks TankResonantFrequenciesatdifferent LiquidFilllevels TankStructuralDesignCriteria AffectofSloshingMotiononVessel Motion,i.e.,thecouplingeffect
TankSloshing
June15,2011
FLNG2011
10
ExpectedSeaConditions
Estimationofthelikelyenvironmentalconditionsencounteredbythevessel,based onhindcastorpredictedweatherdataasapplicable(e.g.wind,windwave,swell);
June15,2011
FLNG2011
11
ResultingVesselMotion
ComputeShipsResponse(RAO)using:
PriorExperience TowTankTesting Numericalmethods:
TimeDomainAnalysis FrequencyDomainAnalysis
June15,2011
FLNG2011
12
ResultingVesselMotion
TheRAOsshownontherightaretypical:
Atlowfrequency(longwave),thevesselfollows thewaveprofile,ridingupanddownlikeacork Atthehighfrequencyendofthescale(very shortwaves),therearesomanywavesalongthe lengthoftheshipthattheireffectcancelandthe vesselisunaffectedbythewaves Somewhereinbetween,thereisaresonant peakwhichoccursatthenaturalfrequencyof thevessel Atresonancethevesselmotioncanbeseveral timesthatofthewave Theamplitudeofthepeakdependsonthe amountingofdampingassociatedwiththat motion Motionssuchasheaveandpitcharehighly dampedcomparedtorollmotion
June15,2011 FLNG2011 13
SeakeepingDesignCriteria
RelevantNormalDesignCriteriawouldbeasfollows:
AddedResistance PropellerEmergence Slamming DeckWetness VerticalAccelerations(MSI) VelocitiesandAccelerations
ForanLNGCarrierorFLNGthe DesignCriteriawouldalsoinclude:
DesignSloshingloads onContainmentTank AffectsofTankSloshing onVesselsMotion
June15,2011
FLNG2011
14
PhysicalConsiderationsofSloshing Phenomena
Sloshingisatypicalresonancephenomenon;itisnotnecessarilythemost extremeshipmotionsorexternalwaveloadsthatcausethemostsevere sloshing Thisimpliesthatexternalwaveinducedloadscaninmanypracticalcasesbe describedbylineartheory,however,nonlinearitiesmustbeaccountedforin thetankfluidmotions Sinceitisthehighestsloshingperiod(naturalperiod)thatis ofprime interest,verticaltankexcitationisofsecondaryimportance Generallyspeakingthelargerthetanksizeisandthelessinternalstructures obstructingtheflowinthetankarepresent,themoreseveresloshingis, because: a) Increasedtanksizetendstoincreasethehighestnaturalsloshingperiodand hencehigherseastatesandlargershipmotionswillexcitethesevere sloshing. b)Internalstructuresdampenthefluidmotions.
Faltinsen,O.M.AndRognebakkeO.F. DepartmentofMarineHydrodynamics NorwegianUniversityofScienceandTechnology
June15,2011 FLNG2011 15
TheoreticalConsiderationsof SloshingPhenomena
ItseemsgenerallyacceptedthatCFDcodeshavedifficultiesinpredicting impactloads.Thiswasalsotheconclusionoftheloadcommittee of13th ISSCin1997.Areasonisrapidchangesintimeandspaceoccurringeven forrelativelylargelocalanglesbetweentheimpactingfreesurfaceandthe bodysurface([17]) AnalyticalMethodsarelimitedtosimplifiedgeometriesandhigh fill volumes FSImethodsappeartobethemostsuitableapproachforestimating sloshingimpactloads: SmoothParticleHydrodynamics ALEnonlineartransientdynamicsimulation CELnonlineartransientdynamicsimulation
June15,2011
FLNG2011
16
SelectionofCriticalWaveConditions forDesignSloshingLoad
ClassificationSocietiesrequiresloshingmodel testwithirregulartankmotionscorresponding tothemostsevereseaconditionsthatcanoccur duringthelifetimeoftheLNGCarrier Theseverityoftheseaconditionshouldbe judgedbasedontheseverityofthesloshing loadonthecontainmentsystem Agroupofseastatesareselectedforthemodel testbasedon: Theprobabilityofoccurrence Tankmotionresponse Proximityofencounteringwaveperiodto tanknaturalperiod Qualifiedsloshingsimulationtoolscanalsobe usedtoprescreentheseastatestocausethe mostsignificantsloshingloads
June15,2011 FLNG2011 17
ValidationofSimulationProgram
Pressuresensor
Centerofrotation
18.4cm
Therollmotionwithaperiodof1.91s andamplitudeof4degrees.
June15,2011
FLNG2011
18
SloshingWaves
StandingWaves Movementsoftheliquidparticlesarepredominantlyvertical Thesurfacehasoneofmorenodeswherenoverticaldisplacement takesplace GenerallyoccurwhenF/Ls=>0.2 Highpressureisimpartedontanktop TravelingWaves Thesurfacehasnonodes,awavecresttravelsbackandforthbetweentank boundaries GenerallyoccurwhenF/Ls=<0.2 Highpressureisimpartedonbothsidewallsandtanktop HydraulicJump Thisisaspecialcaseofastandingwave Characterizedbyadiscontinuity(jump)insurfaceformingaverticalfront whichtravelsbackandforthinthetank Usuallyoccurwhenfilllevelsis20%orlessofhorizontalfreesurface CombinationWave Thisisacombinationofstandingandtravelingwaves
Source:lloydsRegister,2008
June15,2011 FLNG2011 19
Model setup was similar for other tanks but only the model setup for the New CDTS Tank is shown
Enforced angular velocity: 30o rotation about with a period of 10s Gravity was constant during the entire simulation
June15,2011
FLNG2011
20
June15,2011
FLNG2011
21
June15,2011
FLNG2011
22
Sloshing Load on the Tank with Swash Bulkheads 50% Filled, Roll
June15,2011
FLNG2011
23
June15,2011
FLNG2011
24
June15,2011
FLNG2011
25
June15,2011
FLNG2011
26
Ship&TankRoll&PitchPeriods
LloydsRulesforApproximating Roll& PitchPeriods
19m 27m 39m
Source:lloydsRegister,2008
June15,2011 FLNG2011 27
June15,2011
FLNG2011
28
PeakSloshingLoad(kN)at2900ms
VonMisesStress(MPa)duetoSloshingLoads Baseline
June15,2011
FLNG2011
29
TopologyOptimization
Objective:Minimizecompliance Stressconstraint:121MPa Tankthicknessfixedat75mm FreeSizeonBase:15mmto250mm Volumefraction:<60% TopologyLoadPath
(symmetryenforced)
June15,2011
FLNG2011
30
GaugeOptimization(InternalBulkheads)
Objective:Minimizecompliance Stressconstraint:121MPa Thickness:15mmto250mm,Basefixedat100mm
Thickness(mm)afterGaugeOptimization3
TankMass:1304T
Elementsintheareasofhighstressconcentrationwereexcluded fromthestressconstraint June15,2011 FLNG2011 31
GaugeOptimization(InternalBulkheads)
Objective:Minimizecompliance Stressconstraint:121MPa Thickness:15mmto250mm,basefixedat100mm
VonMisesStress(MPa)afterGaugeOptimization3
TankMass:1304T
Elementsintheareasofhighstressconcentrationwereexcluded fromthestressconstraint June15,2011 FLNG2011 32
Conclusion
TheCDTSoffersasuperiorandcosteffectivesolutiontothesloshing problemforlargeLNGFPSOs andotherapplicationswheretherecanbeno fillingrestrictions TheIHISPBhasthelowestsloshingloadsduetocenterlinewatertight bulkhead TheCDTShasnopeaksloshingloadsasfoundinothertankcontainment systems.Ifaswashbulkheadisinstalledinthecylindersattheircenter linesthentheCDTShasthesamesloshingloadsastheIHISPB ThecombinationoftheuniquegeometryoftheCDTSaswellasthe reducedsloshingforcesandresultingloadsonthetanksides,reducesthe tankmanufacturingandinstallationcostcomparedtoothercontainment systems
June15,2011
FLNG2011
33