INSULATION APPARATUS AND METHOD

Abstract

The invention relates to a marine vessel cryogenic barrier which is formed of a plurality of individual panels, each panel being arranged to align with an adjacent panel on an inner surface of a hold space of a marine vessel and comprising a single coupling means at the centre of the panel and an impervious layer on a surface of the barrier facing the hold space.

Claims

1. A marine vessel cryogenic barrier, comprising a plurality of multi-layered insulation panels, each panel arranged to align with an adjacent panel on an inner surface of a hold of a marine vessel, each panel comprising a single coupling means located at the centre of the panel and arranged to couple the respective panel to the inner surface of the hold space of the marine vessel, wherein the barrier is provided with an impervious layer on a surface of the barrier facing the hold space.

2. A barrier as claimed in claim 1, wherein each insulation panel comprises a main and secondary insulation layer wherein the main and secondary insulation layers are not bonded to each other.

3. A barrier as claimed in claim 1 or claim 2, wherein each insulation panel comprises a first and second layer of polyurethane.

4. A barrier as claimed in any preceding claim, wherein the impervious barrier is impervious to liquefied natural gas, liquefied propane gas or liquefied ethylene gas.

5. A barrier as claimed in any preceding claim, wherein the impervious barrier is a glass fibre reinforced aluminium foil or a cryogenic coating.

6. A barrier as claimed in any preceding claim, wherein each insulation panel is a geometric shape allowing adjacent panels to tessellate the inner surface of the hold space.

7. A barrier as claimed in any preceding claim, wherein adjacent insulation panels are separated by a joint space, said space being filled with an insulation material extending between the edges of adjacent panels and entirely filling the joint space between adjacent panels.

8. A barrier as claimed in any preceding claim, wherein the joint between adjacent panels is sealed on a hold space facing surface with a reinforced flexible aluminium layer or cryogenic coating extending across the joint space defined between adjacent panels and overlapping a portion of the adjacent panels on a hold space facing surface.

9. A barrier as claimed in claim 8, wherein the flexible aluminium layer is bonded to adjacent panel surfaces with a cryogenic glue.

10. A barrier as claimed in claim 9, wherein the flexible reinforced aluminium layer or cryogenic coating is bonded to adjacent panels such that an excess of material is provided creating a concave joint profile between adjacent panels.

11. A barrier as claimed in claim 10, wherein a flexible reinforced aluminium layer or a cryogenic coating is bonded to adjacent panels such that an excess of material is provided creating a concave joint profile between intermediate layers of adjacent panels.

12. A barrier as claimed in any preceding claims, wherein the coupling means comprises a hole passing through the centre of the panel and arranged to receive a threaded bolt onto which a locking nut can be thread.

13. A barrier as claimed in claim 12, wherein a first end of the threaded bolt is arranged to be coupled to the inner surface of the hold space of the marine vessel and the second end is arranged to receive an anchor cup and said locking nut.

14. A barrier as claimed in claim 13, wherein the anchor cup is located part-way through the thickness of the panel and arranged to bring the panel into contact with the inner surface of the hold space on attachment of the locking nut.

15. A barrier as claimed in claim 14, wherein the hold space spacing surface of the panel is provided with a centrally positioned opening coaxial with the threaded rod and arranged to receive the anchor cup to allow positioning of the panel.

16. A barrier as claimed in claim 15, wherein the opening is arranged to be filled with a polyurethane foam and sealed on a hold space facing surface with cryogenic glue and a flexible reinforced aluminium layer or cryogenic coating.

17. A barrier as claimed in claim 2, wherein an intermediate layer is formed between the panels of an aluminium layer or cryogenic coating on a hold space facing side of said intermediate layer bonded to a plywood substrate.

18. A barrier as claimed in claim 17, wherein the intermediate layer is further provided with a locking nut arranged to secure the secondary layer to a threaded rod passing through the panel.

19. A barrier as claimed in any preceding claim, wherein the corner of each panel is truncated such that, in use, aligning adjacent panels defines an open space at the point at which four adjacent panels meet

20. A barrier as claimed in claim 19, wherein the open space defines a corner joint space, said space being filled with a polyurethane foam material extending between the edges of adjacent panels and entirely filling the joint space between adjacent panels.

21. A barrier as claimed in claim 20, wherein the corner joint between adjacent panels is sealed on a hold space facing surface with a reinforced flexible aluminium layer or cryogenic coating extending across the joint space defined between adjacent panels and overlapping a portion of the adjacent panels on a hold space facing surface.

22. A barrier as claimed in claim 21, wherein the flexible aluminium layer is bonded to adjacent panel surfaces with a cryogenic glue.

23. A barrier as claimed in claim 22, wherein the flexible reinforced aluminium layer or cryogenic coating is bonded to adjacent panels such that an excess of material is provided across the corner joint.

24. A barrier as claimed in claim 23, wherein the excess of material forms a concave or convex dome joint profile between adjacent corner panels.

25. A multi-layer cryogenic barrier panel for aligning with an adjacent panel on an inner surface of a hold space of a marine vessel, said panel comprising a single through-hole at the centre of the panel arranged to receive a couple means, wherein the panel comprises a main impervious layer on an outer surface of said panel and a second impervious layer either within the multi-layer panel or on a face of the panel arranged in use to face a hold space.

26. A method of insulating a marine cryogenic liquid transporter, said method comprising the steps of (A) fitting a plurality of securing studs to an inner surface of a hold space of a transporter, (B) securing a plurality of panels as described in any preceding claim to each of said securing studs, (C) sealing the spaces between adjacent panels with an expanding foam and (D) covering the spaces between adjacent panels on a hold space facing side of each panel with a impervious material to create an uninterrupted impervious barrier within the hold space.

27. An LNG, LPG or LEG marine vessel comprising a barrier or panel according to any preceding claim comprising a barrier as claimed in any of claims 1 to 24.

28. A marine vessel cryogenic barrier, comprising a plurality of multi-layered insulation panels, each panel arranged to align with an adjacent panel on an inner surface of a hold space of a marine vessel, each panel comprising a single coupling means located at the centre of the panel, said barrier comprising a first impervious layer on a surface of the barrier facing the hold space and optionally a second impervious layer arranged within the panel and further comprising a peripherally arranged impervious joint arranged in use to connect adjacent panels to each other.

29. An LNG fuel containment apparatus comprising a primary LNG fuel hold and a secondary containment barrier arranged around said primary LNG fuel hold, said secondary containment barrier comprising a plurality of multi-layered insulation panels, each panel arranged to align with an adjacent panel, said barrier comprising a first impervious layer on a surface of the barrier and optionally a second impervious layer arranged within the panel and further comprising a peripherally arranged impervious joint arranged in use to connect adjacent panels to each other.

30. A cryogenic barrier or panel as substantially described herein with reference to the accompanying figures.

31. A method of insulating a marine vessel as substantially described herein.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0049] Aspects of the invention will now be described, by way of example only, with reference to the accompanying figures in which:

[0050] FIG. 1 shows a conventional LNG cryogenic transport vessel using a spherical hold;

[0051] FIG. 2A shows a cross-section through a conventional non-spherical vessel;

[0052] FIG. 2B shows a cross-section through an IMO type A vessel having a prismatic hold incorporating the insulation system according to an invention described herein;

[0053] FIG. 3 shows a cross-section of the inner surface of the vessel in FIG. 2B;

[0054] FIG. 4 shows an exploded view of an individual panel according to one embodiment of the invention;

[0055] FIG. 5 shows an example coupling arrangement of the embodiment shown in FIG. 4;

[0056] FIG. 6 shows the coupling and panel in cross-section shown in FIG. 4;

[0057] FIG. 7 shows an exploded view of a panel assembly frame shown in FIG. 4 comprising 4 panels and associated seals and components;

[0058] FIG. 8 is a schematic showing the inside of the hold space lined with the panels according to the present invention;

[0059] FIG. 9 shows a secondary barrier seal arrangement according to one implementation of an invention;

[0060] FIG. 10 shows a cross-section of a panel illustrating a cryogenic joint;

[0061] FIGS. 11A, 11B and 11C show a corner joint between 4 adjacent panels;

[0062] FIGS. 12 to 16 show a barrier arrangement according to a best mode;

[0063] FIG. 12 shows two adjacent panels according to a best mode;

[0064] FIG. 13 shows the panel of FIG. 12 in cross-section;

[0065] FIG. 14 shows the joint between adjacent panels of FIG. 12 in cross-section;

[0066] FIG. 15A and 15B show the central connecting member of FIG. 12 in cross-section and in more detail in 15B respectively;

[0067] FIG. 16 shows a joint cap seal in cross-section.

[0068] While the invention is susceptible to various modifications and alternative forms, specific embodiments are shown by way of example in the drawings and are herein described in detail. It should be understood however that the drawings and detailed description attached hereto are not intended to limit the invention to the particular form disclosed but rather the invention is to cover all modifications, equivalents and alternatives falling within the spirit and scope of the claimed invention.

[0069] In addition it will be recognised that the various features of each embodiment may be used in combination with each other and features of each embodiment, as well as features between embodiments and the best mode, are not limited or restricted to use with a given embodiment.

DETAILED DESCRIPTION

[0070] FIG. 1 shows a cross-section of an LNG cryogenic transport vessel comprising a spherical containment hold. Such a vessel is commonly used to transport large quantities of LNG and other cryogenic liquids.

[0071] The conventional marine vessel (ship) 1, commonly known as a Moss design, IMO type B comprises a spherical primary containment hold 2 which is arranged to contain the LNG cargo 3. The upper limit of the LNG within the hold 2 is shown. Commonly an LNG holder will contain multiple holds 2 mounted along the length of the holder. Only one is shown for illustration.

[0072] The hold 2 is mounted within the hull of the ship 1 and is supported about its waist 5 by a skirt 6. Thus, the hold 2 is spaced from the hull 4 by the voids 8.

[0073] The hold contains a centrally located pipe tower and a drip tray beneath the hold within the void 8. The hold 2, forming the primary barrier, is surrounded by an insulation layer 7.

[0074] The hold 2 is itself insulated and the insulation in combination with the voids 8 prevents the cold hold contacting or cooling the hull. Should the low temperature LNG contact the steel this would undesirably reduce the steel temperature and make the steel brittle.

[0075] The hold 2 is designed to extremely high specifications such that it will not fail. The cost of manufacturing LNG vessels in this way is extremely expensive and the cost does not make it feasible to build large numbers of vessels or indeed smaller vessels for containing and transporting smaller quantities of LNG over increased delivery routes.

[0076] FIG. 2A shows a cross-section through a containment system for a non-spherical hold and is known as an integral membrane vessel. The system comprises a primary barrier membrane 1, a primary insulation 2, a secondary barrier 3 and a secondary insulation 4 as shown in FIG. 2A.

[0077] FIG. 2B shows a preferred embodiment of the invention in which a central hold 2 is surrounded by a void 8. The hull 4 is lined with the cryogenic barrier 12 described herein to create a marine vessel suitable for transporting cryogenic liquids. This is known in the art as an IMO-A type vessel.

[0078] According to the present invention instead of insulating the hold, the hull is insulated by a cryogenic barrier 12. The barrier 12 is arranged to line the entire hold space of the vessel.

[0079] Although a space or void 8 is shown in FIG. 2B in the cross-section the barrier may be arranged to be close to the hold surface with a small inspection/maintenance space between the hold and the hold facing surface of the barrier 12.

[0080] IMO type A holds are not considered to be 100% safe and leakage and collapse of the hold can occur. It is a requirement to have a full secondary barrier which protects the hull structure from harmful low temperatures in case of collapse of the main hold.

[0081] The vessel design shown in FIG. 2B according to the invention allows for a lower specification of primary LNG. Specifically it allows for the use of an IMO type A hold for the transportation of LNG. This presents significant technical, financial and operational advantages. According the present invention there is provided a hold 2 with a secondary barrier which can contain any leaked LNG for at least 15 days. According to the present invention the barrier 12 not only provides an insulating layer separating the cold hold 2 from the hull 4 but also advantageously incorporates a secondary barrier. In fact a pair of secondary barriers can be integrated into the cryogenic barrier of the invention if desired.

[0082] The installation and construction of the cryogenic barrier according to the invention will now be described.

[0083] FIG. 3 shows a cross-section of the vessel in FIG. 2B without the primary containment hold 2.

[0084] As set out above, the present invention provides a marine vessel cryogenic barrier comprising a plurality of multi-layered insulation panels. Each of the panels is arranged to align with an adjacent panel on an inner surface of a hold space 10 of a marine vessel and each panel has a single coupling means located at the centre of the panel. This coupling is arranged to couple the respective panel to the inner surface of the hold space of the marine vessel.

[0085] The single coupling for each panel can be illustrated by the coupling locations 13 shown in FIG. 3. The couplings 13 define a matrix for the square panels that are to be installed to line the hold space of the vessel. Each of the coupling locations represents a coupling that is connected to the hull 4 of the vessel either directly or via a frame, discussed further below. As shown the coupling matrix extends along the entire area of the hold space 10.

[0086] A first arrangement of a cryogenic barrier system will now be described.

[0087] FIG. 4 shows an exploded view of an individual panel according to an embodiment of the invention. The component parts of the panel are assembled at different stages. FIG. 4 illustrated the component parts of the fully assembled panel.

[0088] The right hand side of FIG. 4 represents the part of the panel proximate to the vessel's hull 4 and the left hand side to the panel proximate the LNG hold 2. These can be referred to as warm and cold sides respectively.

[0089] The panel comprises a threaded coupling rod 14 which is connected to the hull (or a hull connection frame described below). The rod 14 is arranged to pass through the centre of the panel. A single rod is provided per panel. The rod is provided with a support disc 15 to support the panel against the hull or framework

[0090] The multi-layers panel is formed of the following layers. First, a crack arresting layer 17 is provided to seal the outer surface of the panel and prevent cracking and degradation.

[0091] A warm side insulation panel 18 formed of a polyurethane foam is then followed by a ply-wood surface protection and contraction layer 19.

[0092] A locking nut 21 secures the warm side assembly together and is sealed with a washer 22. It should be noted that once assembled the locking nut 21 is actually closer to the hull wall than the locking nut 16 as will be described below.

[0093] A second crack arrester layer 23 is then provided on the outer surface of the cold side insulation panel 24 which is the substantive insulation layer of the panel.

[0094] It should be noted that the first panel sub-group A is not bonded across its surface to the first group B. The two sub-groups are only connected together by means of the centrally located coupling means. Thus, thermal and mechanical movements of the respective pairs to not impart mechanical loads on each other and so stress and resulting damage/fatigue can be mitigated. Such forces are created by movement of the vessel and thermal expansion and contraction.

[0095] The main panel 24 comprises an enlarged central cylindrical chamber 25 into which the distal end of the threaded rod 14 extends when the panel is assembled. The chamber 25 extends part-way through the width of the main panel as shown in FIG. 6 and described below.

[0096] The panel is secured to the rod 14 by means of an anchor arrangement 26 which is a disc or washer having a larger surface area that the cross-sectional surface area of the rod 14. A locking nut 30 secures the threaded rod to the panel and on tightening brings the anchor plate into contact with the bottom of the chamber to hold the first and second sub-assemblies A and B to the hull i.e. the anchor plate holds the panel together and secures it to the hull.

[0097] A flexible zone 27 surrounds the perimeter of the main panel, the main panel being formed of a polyurethane foam. The flexible zone is caused by the injection of foam into the joints surrounding the panel as described further below. The flexible zone accommodates relative movement of adjacent panels caused by mechanical and/or thermal movement and retains a tight seal and contact between adjacent panels.

[0098] As surface protection layer and contraction control layer 28 is arrange immediately on top of the cold surface of the main panel which is itself coated with an impervious layer 29 such as reinforced aluminium foil, a cryogenic coating, or other layer impervious to cryogenic liquid.

[0099] The outer layer has a minimum thickness of 0.05 mm.

[0100] In order to secure the thermal and mechanical integrity of the assembled panel foam 31 is introduced through the control layer 28 and impervious layer 29 (there being a small hole provided in the centre of the panel. A polyurethane foam is injected into the hole which fills the chamber 25 providing the main panel with uniform insulation properties. The hole in the impervious layer 29 is then sealed with an impervious sealing foil or cryogenic coating 32. The integrity of the impervious layer 29 is therefore restored.

[0101] FIG. 5 shows a coupling arrangement of this embodiment in more detail with the rod 14, anchor plate and locking nut 30.

[0102] FIG. 6 shows the constructed panel and coupling in cross-section. Like reference numerals are used to show the component parts in the assembled panel. FIG. 6 also shows the foam injection hole 34 used to introduce foam into the chamber 31 to seal the chamber and restore uniform thermal insulation properties. The complete assembled panel is show at reference 35.

[0103] FIG. 7 shows an exploded view of a panel assembly frame comprising four panels and associated seals and components between adjacent panels.

[0104] The 4 panels 36, 37, 38, 39 are shown.

[0105] The panels are separated into the main and secondary sub-assemblies (shown as group A and B). This is because the main and secondary panels are not directly bonded to each other. They are connected together by means of the rods 14 passing through each panel at the centre-point.

[0106] The joints between adjacent panels are filled with a polyurethane foam described further below. The flexible zone of FIG. 4 is formed of injected foam defining the perimeter seals 42. An Impervious layer 29 and protection layer 28 are shown as a single layer 43 in FIG. 6.

[0107] The joint seal 45 between the layers forming the panels of the warm side insulation panels will be described with reference to FIGS. 9 to 11.

[0108] FIG. 8 is a schematic showing the inside of the hold space lined with the tessellated panels.

[0109] FIG. 9 shows the secondary barrier seal arrangement 45 according to a first embodiment and the foil arrangement used to seal along the joint between adjacent panels.

[0110] FIG. 9 also shows the concave portion 49 of the impervious joint layer extending between adjacent panels. This is formed by bonding the layer to the adjacent panels with a surplus of material. This concave or curve portion allows for movement of adjacent panels at both the main and secondary levels without straining the respective impervious layers.

[0111] FIG. 10 also shows the foam layer 41 (also shown in FIG. 7) which is introduced into the joint between adjacent panels to seal the joint and provide the flex zones.

[0112] FIGS. 11A, 11B and 11C show different possible corner joint between 4 adjacent panels. FIG. 11A shows a panel with corner portions cut away in a generally semi-circular shape. FIGS. 11B and 11C show one arrangement in which a convex dome portion is defined. The excess material defining the convex portion allows for relative movement of the 4 adjacent panels in each direction. This thereby retains the integrity of the barrier at corned joints.

[0113] The cryogenic barrier may be installed as follows:

[0114] First, the coupling points are connected to the hold space wall directly onto the hull. Each individual panel is pre-manufactured and delivered to the installation site. The panels are then aligned with the coupling rods, the anchor plates installed and the lock nut tightened and secured. The cover comprising the surface protection layer and impervious layer is put in place and polyurethane foam is injected into the chamber located above the lock nut to seal the chamber.

[0115] The hole through which the foam is injected is then sealed with a impervious patch covering the hole and bonded using a cryogenically resistant glue.

[0116] Next, the joints between adjacent panels are filled with polyurethane foam.

[0117] The preferred embodiment (alternatively termed best mode) will now be described.

[0118] The preferred embodiment represents an overall improved implementation over the embodiment described above. However, it will be recognised that aspects and features of each may advantageously be interchanged.

[0119] FIG. 12 shows two adjacent panels according to the preferred embodiment of the invention. Each panel comprises a warm panel 121 and a cold panel 122.

[0120] The outer face, that is the face of the panel arranged to face the primary hold of the vessel (ship), is covered with a secondary barrier layer 123. The gap between adjacent panels is sealed by means of a flexible secondary barrier strip 124.

[0121] The space between adjacent panels is filled with a flexible panel joint 125. These features are described in more detail below.

[0122] FIG. 13 shows the panel of FIG. 12 in cross-section. It should be noted that the region A is in cross-section and the region B is the top of the panel extending into the distance (see FIG. 12).

[0123] The cross-section shares a number of similarities with the first embodiment described above and it will be recognised that features may be interchanged.

[0124] Focussing on region A of FIG. 13 this represents the warm and cold portions of the panel shown in FIG. 12. Working from the outer (the lower surface) the panel is constructed of the following layers: [0125] 131a crack barrier imbedded with glass mesh [0126] 132a rigid polyurethane layer [0127] 133a plywood support layer [0128] 134a second crack barrier imbedded with glass mesh [0129] 135a rigid polyurethane layer [0130] 136a second plywood support layer

[0131] The secondary barrier 137 (123 in FIG. 12) is located on top of the second plywood support layer.

[0132] Between adjacent panels there is provided a flexible filler 139 (125 in FIG. 12) formed of mineral wool.

[0133] Each panel is conveniently constructed around a centrally located single support fixation 138 shown in FIG. 13. This will be described in more detail below.

[0134] FIG. 14 shows the cryogenic joint between adjacent panels in more detail. Again, as with FIG. 13, the view is part cross-section.

[0135] When consecutive panels are located in position, as shown in FIG. 8 a space between adjacent panels is defined which must be filled and sealed to provide complete cryogenic integrity of the inner barrier surface. This is achieved by locating mineral wool 141 between adjacent warm panels,

[0136] Expanded polyurethane foam 142 is located between two opposing compressed mineral wool layers 143 which in turn are in contact with respect warm layers of adjacent panels.

[0137] To provide a sealing surface on an inner surface of the panel the gap between adjacent panels is sealed with flexible secondary barrier 144 (reference 124 in FIG. 12).

[0138] As shown in FIG. 14 the flexible secondary layer 144 is concave in nature allowing for movement of adjacent panels. Movement may occur for example because of thermal expansion and/or flexing of the hull during travel.

[0139] FIG. 15A show the central connecting member of FIG. 13 in cross-section and in more detail in 15B respectively.

[0140] The single coupling advantageously serves a number of purposes.

[0141] First, it allows for convenient coupling of the panel to the hull, as shown in FIGS. 3 and 8. The central connection minimises interference with the hull. Second the single central connection allows for thermal and/or mechanical movement of the panels with respect to the hull. This maintains integrity and longevity of the barrier. Third, it facilitates installation and maintenance requiring just a single operation to make the connection between panel and hull.

[0142] Still further the single connection allows the panel to be pre-fabricated with the central coupling holding the sub-components of the panel together.

[0143] Referring to FIG. 15A the coupling comprises a first stainless steel stud bolt 151 which passes through the warm and cold panels. The warm panel is coupled to the bolt by means of lock nut and washer 152.

[0144] The cold panel is provided with a centrally located cylindrical recess into which an anchor cup 153 is located. This is described in more detail below with reference to FIG. 15B.

[0145] The anchor 153 may be formed of glass reinforced plastic. The anchor is coupled to the bolt 151 by means of a second lock nut and washer 154. Once the second lock nut and washer are located an expanded polyurethane foam 155 can be introduced into the cylindrical centre of the anchor to restore the cold panel layer. Thus, the cold panel layer incorporates an integrated anchor located about the centre of the panel defined by the bolt 151.

[0146] A secondary barrier fixation cover pad 156 is then located over the embedded anchor to provide the secondary barrier surface and again retain the integrity of the surface.

[0147] FIG. 15B shows an exploded view of the anchor arrangement showing the bolt and how it locates into the anchor 153. The expanded polyurethane foam 155 and secondary barrier 156 are also shown.

[0148] Importantly the anchor 153 is provided with a radially extending flange which engages with the inner (upper surface in FIG. 15A) of the panel and which advantageously holds the panel in compression as the lock nut and washer 154 are engaged.

[0149] The pair of locking nuts and washers in cooperation with the anchor and flange securely fasten the panel layers together.

[0150] FIG. 16 shows a further alternative corner connection between adjacent panels as those shown in FIGS. 11A-11C in cross-section. A pre-formed glass reinforced plastic of metal seal member is fixed to a plywood layer with screws and adhesive. The entire surface can then be coated after the installation on the vessel.