CN106494569B - Large-scale energy-conserving green container ship in inland river - Google Patents
Large-scale energy-conserving green container ship in inland river Download PDFInfo
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- CN106494569B CN106494569B CN201611021227.XA CN201611021227A CN106494569B CN 106494569 B CN106494569 B CN 106494569B CN 201611021227 A CN201611021227 A CN 201611021227A CN 106494569 B CN106494569 B CN 106494569B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
- B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/28—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for deck loads
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Abstract
The invention provides a large energy-saving green container ship in an inland river, which comprises a ship body and is characterized in that the molded lines of the head part of the ship body are straight, the molded lines of the tail part of the ship body are double-tail fin type, a main deck is arranged on the upper surface of the ship body, a first empty cabin, an initial cabin, an auxiliary mechanical cabin, a cargo cabin, a fuel cabin and a tail ballast cabin are sequentially arranged below the main deck from the head part to the stern part, the fuel cabin is arranged in the middle of the tail ballast cabin, a rudder cabin is arranged at the tail part of the main deck, the cargo cabin extends from the front wall of the cabin to the head part to the rear wall of the auxiliary mechanical cabin, a duct is arranged below the cargo cabin. The invention optimizes the overall arrangement, utilizes the areas of the cargo hold and the deck to the maximum extent, maximizes the packing rate and ensures that the packing amount is more than 500 TEU.
Description
Technical Field
The invention relates to the technical field of large transport ships, in particular to a large energy-saving green container ship in inland rivers.
Background
With the development of economy and the advocated state about green ships, the ship type is required to develop towards the direction of energy conservation, green, environmental protection and economy.
The defects of the prior inland river container ship are as follows: (1) the packing utilization rate is low, and the economic performance needs to be improved. (2) The line type design of the ship body is not fully optimized, and in addition, the wind area is large, the resistance borne by the ship is large, and the energy consumption is large. (3) The energy-saving device is not popularized, the propulsion efficiency is low, and the requirements of the current energy-saving emission-reducing green ship are difficult to meet. (4) Due to the narrow channel of the Yangtze river, the maneuverability of the ship needs to be further enhanced.
The patent 'a large container ship in inland river' with application number 201520674508.X optimizes aspects such as general arrangement, line type and propulsion mode, the packing rate of the large container ship is 3.92%, 70% of LNG clean energy can be adopted, the ship resistance is low, and the applicability of a machine is good. The ship type has great progress compared with the traditional ship type, and the environmental protection performance of the ship type is mainly realized by using 70 percent of LNG clean energy by the main propulsion engine. Compared with a non-LNG energy ship, LNG storage needs to be additionally provided with an independent special cabin, the space of a cargo hold can be compressed, and the improvement of the tank space utilization rate is not facilitated. The rudder cabin is also arranged below the main deck, so that the space of the cargo hold can be compressed, and the utilization rate of the box space is not improved. The ship energy efficiency design index requirement and the fuel consumption index of a green ship-III at the second stage are not met, and the environmental protection performance is yet to be enhanced.
Disclosure of Invention
In order to solve the problems, the invention provides a large energy-saving green container ship in an inland river, which comprises a ship body and is characterized in that the molded lines of the head part of the ship body are straight head, the molded lines of the tail part of the ship body are double-tail fin type, the upper surface of the ship body is provided with a main deck, a first empty cabin and a head and tip cabin, an auxiliary machinery cabin, a cargo cabin, a fuel oil cabin and a tail ballast cabin are sequentially arranged below the main deck from the ship head part to the ship tail part, the fuel oil cabin is arranged in the middle of the tail ballast cabin, the tail part of the main deck is provided with a rudder cabin, the cargo cabin extends from the front wall of the cabin to the head part of the auxiliary machinery cabin to the rear wall of.
Furthermore, a chain locker is arranged at the front end above the head part of the main deck.
Furthermore, double-shell areas on two sides of the cargo hold are divided into an L-shaped empty hold and an L-shaped side ballast water hold by 3-7 side-hold watertight transverse bulkhead, and the side is communicated with the double-layer bottom.
Further, the bottom and two side areas between the first empty cabin and the front cabin rear cabin wall and the auxiliary machinery cabin rear cabin wall are also of a double-bottom and double-side structure, namely an L-shaped second empty cabin.
Further, the tube is located in the double bottom middle area below the cargo hold and extends from the stern front end wall to two rib positions in front of the bow second empty-tank front end wall.
Further, the first empty chamber and fore-peak chamber, the stern cabin and the tail ballast tank are all of a single-bottom structure.
Further, the bilge between the front cabin wall of the auxiliary machinery cabin and the front cabin wall of the cabin is of a double-bottom structure, and the sides are of a double-side structure.
Furthermore, an energy-saving device additionally arranged on the propeller is a vortex-eliminating fin.
Further, the diameter ratio of the vortex-eliminating fins to the propeller is 0.266, and the number of the blades is 4.
The invention has the advantages of energy saving and economy, and is the first inland large energy-saving green container ship which meets the ship energy efficiency design index requirement of a green ship-III and the second-stage requirement of fuel consumption indexes. The invention optimizes the overall arrangement to maximize the packing rate. The area of the cargo hold and the deck is utilized to the maximum extent, and the packing amount is more than 500 TEU.
Drawings
FIG. 1 is a schematic structural diagram of a large energy-saving green container ship in inland river according to the present invention;
FIG. 2 is a left side view of the present invention;
FIG. 3 is a top view of the area above the double bottom of the present invention;
FIG. 4 is a top view of the area under the double bottom of the present invention;
fig. 5 is a sectional view a-a of fig. 1.
In the figure: 1-hull, 201-first and foremost cargo hold, 202-second cargo hold, 203-third cargo hold, 204-fourth cargo hold, 205-fifth cargo hold, 206-sixth cargo hold, 2001-first side hold watertight transverse bulkhead, 2002-second side hold watertight transverse bulkhead, 2003-third side hold watertight transverse bulkhead, 2004-fourth side hold watertight transverse bulkhead, 2005-fifth side hold watertight transverse bulkhead, 3-auxiliary machinery hold, 401-first ballast hold, 402-second ballast hold, 5-cabin, 6-fuel oil hold, 7-tail ballast hold, 8-fish tail rudder, 9-propeller, 10-vortex-eliminating fin, 11-main deck, 12-cargo hold, 13-pipe, 14-container, 15-rudder cabin, 16-hull model line header, 17-hull tail profile, 18-chain locker, 19-double bottom.
Detailed Description
The following detailed description of an embodiment of the present invention will be made with reference to the accompanying drawings, which are provided for illustration only and are not intended to limit the scope of the invention, and various modifications of equivalent forms of the present invention will be made by those skilled in the art within the scope of the appended claims.
Referring to fig. 1, the ship body of the inland large energy-saving green container ship adopts a single deck, double-engine, double-propeller and double-rudder design, is driven by a diesel engine, is a tail type ship without a cover, is provided with an open cargo hold, is provided with a first-floor deck, and is provided with a cab at the head. The profile 16 at the head part of the ship body 1 is a vertical bow, as shown in figure 4, the profile 17 at the tail part is a symmetrical double-tail fin shape, so the design has the advantages of reducing the resistance when the ship body 1 runs, and saving energy and operating cost; the total length of the ship body is 80-120 m, the width of the ship is 16-20 m, and the depth of the ship is 16-20 m. The calculated EEDI of the ship is 10.5g/(t nm) to 10.8g/(t nm), and the fuel consumption index is 3.5g/(t nm) to 4.5g/(t nm).
The main deck 11 is arranged on the upper surface of the ship body 1, and the lower part of the main deck 11 sequentially comprises the following parts from the bow to the stern: the first empty and nose tank 201, the auxiliary machinery tank 3, the cargo tank 12, the cabin 5, the fuel oil tank 6 and the tail ballast tank 7 are all of a single-bottom structure, and as shown in fig. 2 and 3, the first empty and nose tank 201, the cabin 5 and the tail ballast tank 7 are all of a single-bottom structure; the front end above the head part of the main deck 11 is provided with a chain locker 18, the tail part of the main deck 11 is provided with a rudder cabin 15, and the rudder cabin 15 is arranged on the main deck 11, so that the space below the main deck 11 can be effectively saved, the length of the cargo hold 12 is increased, and the utilization rate of the cargo hold 12 for loading containers is increased.
The bottom and two side areas between the rear bulkhead of the first empty cabin and fore-tip cabin 201 and the rear bulkhead of the auxiliary machinery cabin 3 are of a double-bottom and double-side structure, namely an L-shaped second empty cabin 202.
As shown in fig. 1, the area between the rear bulkhead of the auxiliary machinery space 3 and the front bulkhead of the cabin 5 and at the bottom and both sides of the cargo space 12 is a double-bottom and double-side structure, and the double-shell area at both sides of the cargo space 12 is divided into an L-shaped empty space and an L-shaped side ballast space by 3-7 side-compartment watertight transverse bulkheads, which are respectively an L-shaped first ballast space 401, an L-shaped third empty space 203, an L-shaped fourth empty space 204, an L-shaped fifth empty space 205, an L-shaped sixth empty space 206, an L-shaped second ballast space 402 from the bow to the stern, and the sides are communicated with the double-bottom 19, as shown in fig. 5; in this embodiment, the number of watertight transverse bulkheads of the side bulkheads is 5, namely, a first watertight transverse bulkhead 2001, a second watertight transverse bulkhead 2002, a third watertight transverse bulkhead 2003, a fourth watertight transverse bulkhead 2004 and a fifth watertight transverse bulkhead 2005.
Below the hold 12, the double bottom central region has a pipe 13 extending from the forward end wall of the stern compartment 5 to two ribs forward of the forward end wall of the bow second cavity 202. The pipelines and cable equipment on the ship are intensively arranged in the pipe joints. Other inland vessels do not have a ducted design, with the piping and cables dispersed in different compartments. The pipeline and the cable are arranged in a centralized way by the aid of the pipe work design of the ship, and centralized overhaul and maintenance are facilitated.
The engine room 5 is arranged at the tail part, the ballast water tank 7 is arranged below the tail part main deck 11, the fuel oil tank 6 is arranged in the middle of the tail ballast water tank 7, and the fuel oil tank 6 is arranged in the middle of the tail ballast water tank 7, so that the arrangement does not occupy the space of the engine room 5, the length of the engine room 5 can be reduced, and the length of the cargo hold 12 can be increased.
As the rudder cabin 15 is placed on the main deck 11, the fuel oil cabin 6 is arranged in the middle of the tail ballast tank 7, the space of the cargo cabin area is increased, twelve rows of containers 14 can be stacked in the cargo cabin 12, and the highest seven-layer containers 14 can be stacked in the cargo cabin 12 according to the calculation result of stability. The tail main deck 11 of the ship body 1 is longer, two rows of containers can be stacked on the ship body, and five layers of containers 14 can be loaded at most according to the stability calculation result.
The fish tail rudder 8 is connected to 1 afterbody lower extreme of hull, fish tail rudder 8 can promote the maneuverability of internal river ship under the narrower less restriction of channel, screw 9 is connected to hull afterbody rear end, the whirlpool fin 10 that disappears is adorned in screw 9 rear end, through install the whirlpool fin 10 that disappears additional on screw 9, the number of leaves of the whirlpool fin 10 that disappears is the same with the number of blades of screw 9, the diameter ratio is 0.266, install the whirlpool fin 10 that disappears additional and can reduce propeller hub whirlpool energy loss effectively, can harvest 2% ~ 5% energy-conserving effect, the whirlpool fin 10 that disappears simultaneously has simple structure, light in weight, simple to operate, advantages such as safe practicality.
The invention has the advantages that: the overall arrangement is optimized, the cargo hold and the main deck which can be utilized by the whole ship are utilized to the maximum extent, the packing rate is maximized, and the utilization rate of container positions is greatly improved compared with that of the ship before. The box position utilization rate of the prior invention is 526/(111.8 × 18.8 × 6.38) to 3.92%, the box position utilization rate of the invention is 546/(98 × 18 × 6.5) to 4.76%, and the packing amount is more than 500 TEU.
According to the invention, the ship shape is optimized from the aspect of hydrodynamic performance, the high-efficiency propeller and the vortex-eliminating fin are matched with the host, the EEDI index of the ship is effectively reduced, the ship is the first inland river container ship meeting the requirement of the Energy Efficiency Design Index (EEDI) of a green ship-III in China, and the early-stage verification of CCS is passed. Fully embodies the energy conservation, the green and the environmental protection of the ship. By optimizing the matching of the ship engine and the propeller, the invention meets the mandatory indexes (the fuel consumption index of the operating ship and the CO of the operating ship) of the newly built transport ship in the inland river2Emission index).
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
Claims (7)
1. A large-scale energy-saving green container ship in inland rivers comprises a ship body (1) and a main deck (11), wherein the molded lines at the head part of the ship body (1) are straight head, the molded lines at the tail part of the ship body are double-tail fin-shaped, it is characterized in that a first empty tank and a first sharp tank (201), an auxiliary mechanical tank (3), a cargo tank (12), a cabin (5), a fuel tank (6) and a tail ballast tank (7) are arranged below a main deck (11) from the bow part to the stern part in sequence, the fuel oil tank (6) is arranged in the middle of the tail ballast tank (7), a rudder cabin (15) is arranged at the tail part of the main deck (11), the cargo hold (12) extends from the front wall of the cabin (5) to the front wall of the auxiliary machinery cabin (3), a pipe joint (13) is arranged below the cargo hold (12), a vortex-eliminating fin (10) is additionally arranged on a propeller (9) used by the ship body (1), the diameter ratio of the vortex-eliminating fin (10) to the propeller (9) is 0.266;
the pipe fittings (13) are positioned in the middle area of the double bottom below the cargo hold (12) and extend from the front end wall of the stern cabin (5) to two rib positions in front of the front end wall of the second empty cabin (202) of the bow.
2. The large inland river energy-saving green container ship according to claim 1, characterized in that the chain locker (18) is arranged at the front end above the head of the main deck (11).
3. The large inland river energy-saving green container ship according to claim 1, characterized in that the double-shell areas at both sides of the cargo hold (12) are divided into an L-shaped empty chamber and an L-shaped side ballast water tank by 3-7 side-tank watertight transverse bulkheads, and the side is communicated with the double-layer bottom (19).
4. The large-scale energy-saving green container ship in inland river according to claim 1, characterized in that the bottom and two side areas between the rear bulkhead of the first and foremost tank (201) and the rear bulkhead of the auxiliary machinery chamber (3) are of a double-bottom and double-side structure, i.e. an L-shaped second empty tank (202).
5. The large-scale energy-saving green container ship in inland river according to claim 1, characterized in that the first empty and forward cabin (201), the stern cabin (5) and the aft ballast tank (7) are all of single-bottom structure.
6. The large-scale energy-saving green container ship in inland river according to claim 1, characterized in that the bilge between the front bulkhead of the auxiliary machinery room (3) and the front bulkhead of the cabin (5) is of a double-bottom structure, and the sides are both of a double-side structure.
7. The inland river large energy-saving green container ship according to claim 1, characterized in that the number of leaves of said vortex-breaking fins (10) is 4.
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| CN201611021227.XA CN106494569B (en) | 2016-11-15 | 2016-11-15 | Large-scale energy-conserving green container ship in inland river |
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| CN201611021227.XA CN106494569B (en) | 2016-11-15 | 2016-11-15 | Large-scale energy-conserving green container ship in inland river |
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| CN106494569B true CN106494569B (en) | 2020-06-09 |
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| CN114221273A (en) * | 2021-11-22 | 2022-03-22 | 上海江南长兴造船有限责任公司 | Cable binding structure from container ship cabin area to cargo cabin area and laying method |
| CN114104203A (en) * | 2021-11-23 | 2022-03-01 | 上海海事大学 | Container stacking safety monitoring method |
| CN114248872B (en) * | 2021-12-09 | 2023-04-18 | 中国船舶科学研究中心 | Deep sea is assembled main ballast water tank for ship of considering displacement compensation |
| CN114212203A (en) * | 2021-12-27 | 2022-03-22 | 苏州恒裕达航运有限公司 | Inland river ship with ballast system |
| CN114889752A (en) * | 2022-05-10 | 2022-08-12 | 中远海运重工有限公司 | Large-scale battery power inland river container ship |
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