CN110696985A - Method for improving stability of liquefied gas carrier - Google Patents
Method for improving stability of liquefied gas carrier Download PDFInfo
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- CN110696985A CN110696985A CN201911000560.6A CN201911000560A CN110696985A CN 110696985 A CN110696985 A CN 110696985A CN 201911000560 A CN201911000560 A CN 201911000560A CN 110696985 A CN110696985 A CN 110696985A
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- ballast tank
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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
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
- B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
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Abstract
The invention discloses a method for improving the stability of a liquefied gas carrier, wherein a cabin of the liquefied gas carrier comprises at least 3 cargo tanks which are sequentially arranged from the bow to the stern, 3 pairs of top ballast tanks and 3 pairs of bottom ballast tanks which are sequentially arranged from the bow to the stern are respectively arranged in each cargo tank, the top ballast tanks and the bottom ballast tanks are not communicated, and each pair of top ballast tanks and each pair of bottom ballast tanks respectively comprise a left ballast tank and a right ballast tank which are symmetrically distributed on two sides of the carrier from left to right; the front and the back of each cargo hold are respectively provided with a watertight transverse bulkhead, a watertight strong frame and a watertight solid rib plate are respectively arranged above and below the watertight transverse bulkhead, and the watertight strong frame and the corresponding watertight solid rib plate are positioned at the same rib position. The invention enables ship designers to flexibly configure the ballast water, is beneficial to realizing the adjustment of floating state and cabin breaking stability, and is easy to meet the standard requirement.
Description
Technical Field
The invention relates to the field of liquefied gas carrier stability, in particular to a method for improving the liquefied gas carrier stability.
Background
After the 2016 edition of international rules for the construction and equipment of ships for bulk transport of liquefied gas (new IGC rules for short) comes into effect, the cabin-breaking stability of the existing small and medium-sized liquefied gas transport ships is not easy to meet the standard requirements. The fewer the number of the cargo holds of the liquefied gas carrier, the less easily the specification requirements are met.
For a liquefied gas carrier with four cargo holds, the liquefied gas carrier is generally of a double-bottom single-side structure, each cargo hold is provided with a left pair of ballast tanks and a right pair of ballast tanks, and the influence of a new rule on the liquefied gas carrier is small. For a liquefied gas carrier with two cargo holds, the liquefied gas carrier is generally of a single-bottom double-side structure, the side ballast hold is large, and the requirements can be met by the conventional design. For a three cargo hold lng ship, the conventional design is at a critical point, there is a risk of not meeting the new IGC rules, and the shipyard may face the risk of abandoning the ship by the shipowner.
A cargo hold of the existing small and medium-sized liquefied gas carrier is provided with 2 pairs of ballast tanks which are respectively a left ballast tank and a right ballast tank, and a top side tank and a bottom side tank are communicated. The patent entitled "a method for arranging a cargo tank and a ballast tank of a liquefied gas carrier" (publication No. CN 105818927B) discloses: the ship is provided with 3 cargo holds, 6 pairs of ballast tanks are arranged, namely a left ballast tank and a right ballast tank, the upper ballast tank and the lower ballast tank are communicated as a whole, and the volume of the middle ballast tank is the smallest compared with that of the other ballast tanks; and the left ballast tank and the right ballast tank are divided by a watertight middle longitudinal girder. In the invention, the ribbed plates below the transverse bulkhead are nonwatertight, and the distance between the transverse bulkhead and the watertight solid ribbed plate of the ballast tank is between [9.55m and 10.75m ]. However, this solution runs the risk of insufficient stability of the broken hold, which results in a serious situation of abandoning the ship by the shipowner. Meanwhile, as the ship ballast tanks are communicated, the number of the ballast tanks is small, which is very unfavorable for adjusting the floating state and has the problem of insufficient stability of broken tanks.
Disclosure of Invention
The present invention aims to solve the above problems by providing a method for improving the stability of a liquefied gas carrier.
The technical problem solved by the invention can be realized by adopting the following technical scheme:
a method for improving the stability of a liquefied gas carrier comprises the steps that the cabin of the liquefied gas carrier comprises at least 3 cargo tanks which are sequentially arranged from the bow to the stern, 3 pairs of top ballast tanks which are sequentially arranged from the bow to the stern and 3 pairs of bottom ballast tanks which are sequentially arranged from the bow to the stern are respectively arranged in each cargo tank, the top ballast tanks and the bottom ballast tanks are not communicated, and each pair of top ballast tanks and each pair of bottom ballast tanks respectively comprise a left ballast tank and a right ballast tank which are symmetrically distributed on two sides of the carrier from left to right; the front and the back of each cargo compartment are respectively provided with a watertight transverse bulkhead, the upper part and the lower part of each watertight transverse bulkhead are respectively provided with a watertight strong frame and a watertight solid rib plate, and the watertight strong frame and the corresponding watertight solid rib plate are positioned at the same rib position.
Further, the cargo hold comprises a first cargo hold, a second cargo hold and a third cargo hold which are sequentially arranged from the bow to the stern;
the top ballast tank comprises a first top side tank ballast tank, a second top side tank ballast tank, a third top side tank ballast tank, a fourth top side tank ballast tank, a fifth top side tank ballast tank, a sixth top side tank ballast tank, a seventh top side tank ballast tank, an eighth top side tank ballast tank and a ninth top side tank ballast tank which are sequentially arranged from the bow to the stern, and the first top side tank ballast tank, the second top side tank ballast tank, the third top side tank ballast tank, the fourth top side tank ballast tank, the fifth top side tank ballast tank, the sixth top side tank ballast tank, the seventh top side tank ballast tank, the eighth top side tank ballast tank and the ninth top side tank ballast tank are bilaterally and symmetrically distributed on two sides of the ship;
the bottom ballast tank comprises a first bottom side tank ballast tank, a second bottom side tank ballast tank, a third bottom side tank ballast tank, a fourth bottom side tank ballast tank, a fifth bottom side tank ballast tank, a sixth bottom side tank ballast tank, a seventh bottom side tank ballast tank, an eighth bottom side tank ballast tank and a ninth bottom side tank ballast tank which are sequentially arranged from the bow to the stern, and the first bottom side tank ballast tank, the second bottom side tank ballast tank, the third bottom side tank ballast tank, the fourth bottom side tank ballast tank, the fifth bottom side tank ballast tank, the sixth bottom side tank ballast tank, the seventh bottom side tank ballast tank, the eighth bottom side tank ballast tank and the ninth bottom side tank ballast tank are bilaterally and symmetrically distributed on two sides of the ship.
Further, the first top side tank ballast tank comprises a first left top side tank ballast tank and a first right top side tank ballast tank; the second top side tank ballast tank comprises a second left top side tank ballast tank and a second right top side tank ballast tank; the third top side tank ballast tank comprises a third left top side tank ballast tank and a third right top side tank ballast tank; the fourth top side tank ballast tank comprises a fourth left top side tank ballast tank and a fourth right top side tank ballast tank; the fifth top side tank ballast tank comprises a fifth left top side tank ballast tank and a fifth right top side tank ballast tank; the sixth top side tank ballast tank comprises a sixth left top side tank ballast tank and a sixth right top side tank ballast tank; the seventh top side tank ballast tank comprises a seventh left top side tank ballast tank and a seventh right top side tank ballast tank; the eight-top side tank ballast tank comprises an eight-top left side tank ballast tank and an eight-top right side tank ballast tank; the ninth top side tank ballast tank comprises a ninth left top side tank ballast tank and a ninth right top side tank ballast tank.
Further, the first bottom side tank ballast tank comprises a first left bottom side tank ballast tank and a first right bottom side tank ballast tank; the second bottom side tank ballast tank comprises a second left bottom side tank ballast tank and a second right bottom side tank ballast tank; the third bottom side tank ballast tank comprises a third left bottom side tank ballast tank and a third right bottom side tank ballast tank; the fourth bottom side tank ballast tank comprises a fourth left bottom side tank ballast tank and a fourth right bottom side tank ballast tank; the fifth bottom side tank ballast tank comprises a fifth left bottom side tank ballast tank and a first right bottom side tank ballast tank; the sixth bottom side tank ballast tank comprises a sixth left bottom side tank ballast tank and a sixth right bottom side tank ballast tank; the seventh bottom side tank ballast tank comprises a seventh left bottom side tank ballast tank and a seventh right bottom side tank ballast tank; the eight bottom side tank ballast tank comprises an eight left bottom side tank ballast tank and an eight right bottom side tank ballast tank; the nine-bottom-side-tank ballast tank comprises a nine-left bottom-side-tank ballast tank and a nine-right bottom-side-tank ballast tank.
Further, the bottom ballast tank is separated by two watertight stringers.
Furthermore, the length of each cargo hold is trisected by a water-tight solid rib plate in each cargo hold; according to the position of the structural saddle, the watertight solid rib plate can be adjusted by 1-3 rib positions back and forth.
Further, the length of the ballast tank adjacent the upper transverse bulkhead is less than the length of the ballast tank located in the middle of the cargo tank.
Compared with the prior art, the invention has the following beneficial effects:
compared with the traditional design, each cargo hold is provided with a pair of ballast tanks, each cargo hold is respectively provided with three pairs of bottom side tank ballast tanks and three pairs of top side tank ballast tanks, and the bottom side tanks are not communicated with the top side tanks; meanwhile, the transverse bulkhead is arranged to be aligned with the watertight solid rib plate and the watertight strong frame. Therefore, ship designers can flexibly configure ballast water, and the adjustment of floating state and cabin breaking stability is facilitated, so that the standard requirement is easily met.
The method obviously improves the operation safety of the ship, solves the problem of insufficient stability of the broken tank, and can enable ship designers to conveniently carry out ballast tank loading, thereby optimizing the design bending moment and being beneficial to weight reduction design of structural specialties.
Drawings
FIG. 1 is a top view of a method of improving stability of a liquefied gas carrier according to the present invention.
FIG. 2 is a top view of a top side tank of the method of improving stability of a liquefied gas carrier according to the present invention.
FIG. 3 is a top view of a bottom side tank of the method of improving stability of a liquefied gas carrier according to the present invention.
Detailed Description
In order to make the technical means, the creation characteristics, the achievement purposes and the effects of the invention easy to understand, the invention is further described with the specific embodiments.
Referring to fig. 1 to 3, in the method for improving the stability of a liquefied gas carrier according to the present invention, a tank of the liquefied gas carrier includes at least 3 cargo tanks arranged in sequence from a bow to a stern. Each cargo tank is provided with 3 pairs of top ballast tanks arranged from the bow to the stern and 3 pairs of bottom ballast tanks arranged from the bow to the stern, namely, each cargo tank is divided into 6 pairs of ballast tanks. The top ballast tank and the bottom ballast tank are not in communication. Each pair of top ballast tanks and each pair of bottom ballast tanks respectively comprise a left ballast tank and a right ballast tank which are bilaterally and symmetrically distributed on two sides of the ship. The front and the back of each cargo hold are provided with watertight transverse bulkheads, namely the front and the back of the first cargo hold 1, the second cargo hold 2 and the third cargo hold 3 are provided with watertight transverse bulkheads 4. The upper part and the lower part of the watertight transverse bulkhead 4 are respectively provided with a watertight strong frame 6 and a watertight solid rib plate 5. The watertight strong frame 6 and the corresponding watertight solid rib plate 5 are at the same rib position.
The cargo hold comprises a first cargo hold 1, a second cargo hold 2 and a third cargo hold 3 which are sequentially arranged from the bow to the stern.
The top ballast tank comprises a one-to-one top side tank ballast tank 21, a second top side tank ballast tank 22, a third top side tank ballast tank 23, a fourth top side tank ballast tank 24, a fifth top side tank ballast tank 25, a sixth top side tank ballast tank 26, a seventh top side tank ballast tank 27, an eighth top side tank ballast tank 28 and a ninth top side tank ballast tank 29 which are sequentially arranged from the bow to the stern. Each pair of the first top side tank ballast tank 21, the second top side tank ballast tank 22, the third top side tank ballast tank 23, the fourth top side tank ballast tank 24, the fifth top side tank ballast tank 25, the sixth top side tank ballast tank 26, the seventh top side tank ballast tank 27, the eighth top side tank ballast tank 28 and the ninth top side tank ballast tank 29 are respectively distributed on the two sides of the ship in bilateral symmetry.
The bottom ballast tank comprises a one-to-one bottom side tank ballast tank 11, a second bottom side tank ballast tank 12, a third bottom side tank ballast tank 13, a fourth bottom side tank ballast tank 14, a fifth bottom side tank ballast tank 15, a sixth bottom side tank ballast tank 16, a seventh bottom side tank ballast tank 17, an eighth bottom side tank ballast tank 18 and a ninth bottom side tank ballast tank 19 which are sequentially arranged from the bow to the stern. Each pair of the first bottom side tank ballast tank 11, the second bottom side tank ballast tank 12, the third bottom side tank ballast tank 13, the fourth bottom side tank ballast tank 14, the fifth bottom side tank ballast tank 15, the sixth bottom side tank ballast tank 16, the seventh bottom side tank ballast tank 17, the eighth bottom side tank ballast tank 18 and the ninth bottom side tank ballast tank 19 is bilaterally and symmetrically distributed on two sides of the ship.
The first-side tank ballast tank 21 includes a left-side tank ballast tank 211 and a right-side tank ballast tank 212 corresponding left and right. The second top side tank ballast tank 22 includes a second left top side tank ballast tank 221 and a second right top side tank ballast tank 222. The third top side tank ballast tank 23 includes a third left top side tank ballast tank 231 and a third right top side tank ballast tank 232. The top side tank four ballast tank 24 includes a top side tank four ballast tank 241 and a top side tank four ballast tank 242. The top side tank five ballast tank 25 includes a left top side tank five ballast tank 251 and a right top side tank five ballast tank 252. The sixth top side tank ballast tank 26 includes a sixth left top side tank ballast tank 261 and a sixth right top side tank ballast tank 262. The seventh top side tank ballast tank 27 includes a seventh left top side tank ballast tank 271 and a seventh right top side tank ballast tank 272. The top side tank ballast tank number eight 28 includes a left top side tank ballast tank number eight 281 and a right top side tank ballast tank number eight 282. The ninth top side tank ballast tank 29 includes a ninth left top side tank ballast tank 291 and a ninth right top side tank ballast tank 292.
The first bottom side tank ballast tank 11 includes a left bottom side tank ballast tank 111 and a right bottom side tank ballast tank 112 corresponding left and right. The second bottom side tank ballast tank 12 includes a second left bottom side tank ballast tank 121 and a second right bottom side tank ballast tank 122. The third bottom side tank ballast tank 13 includes a third left bottom side tank ballast tank 131 and a third right bottom side tank ballast tank 132. The No. four bottom side tank ballast tank 14 includes a No. four left bottom side tank ballast tank 141 and a No. four right bottom side tank ballast tank 142. The bottom tank ballast tank No. five 15 includes a bottom tank ballast tank No. five left 151 and a bottom tank ballast tank No. one right 152. The No. six bottom side tank ballast tank 16 includes a No. six left bottom side tank ballast tank 161 and a No. six right bottom side tank ballast tank 162. The number seven bottom side tank ballast tank 17 includes a number seven left bottom side tank ballast tank 171 and a number seven right bottom side tank ballast tank 172. The No. eight bottom side tank ballast tank 18 includes an No. eight left bottom side tank ballast tank 181 and an No. eight right bottom side tank ballast tank 182. The ninth bottom side tank ballast tank 19 includes a ninth left bottom side tank ballast tank 191 and a ninth right bottom side tank ballast tank 192.
Each pair of ballast tanks is divided into a left ballast tank and a right ballast tank, and the ballast tank at the bottom is divided by two watertight longitudinal girders.
The water tight ribs in each hold substantially trisect the length of the hold. According to the position of the structural saddle, the watertight solid rib plate can be adjusted by 1-3 rib positions back and forth.
In principle, the ballast tanks in front of and behind the upper bulkhead 4 are shorter than the ballast tanks in the middle of the cargo hold, i.e. the length of the ballast tanks adjacent to the upper bulkhead is smaller than the length of the ballast tanks in the middle of the cargo hold: the second bottom side tank ballast tank 12, the fifth bottom side tank ballast tank 15 and the eighth bottom side tank ballast tank 18 are longer than the adjacent ballast tanks.
Because the ballast compartments are more, ship designers can allocate ballast water conveniently and flexibly, and the requirements of cabin breaking stability and floating state are met; and the design bending moment is reduced, and the weight of the structure is reduced from the other layer. Through the verification of a real ship, the method can completely meet the requirements of new IGC rules, and successfully solves the problem of insufficient cabin-breaking stability of the liquefied gas carrier.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (7)
1. A method of improving liquefied gas carrier stability, comprising: the cabin of the liquefied gas carrier comprises at least 3 cargo holds which are sequentially arranged from the bow to the stern, 3 pairs of top ballast tanks which are sequentially arranged from the bow to the stern and 3 pairs of bottom ballast tanks which are sequentially arranged from the bow to the stern are respectively arranged in each cargo hold, the top ballast tanks and the bottom ballast tanks are not communicated, and each pair of top ballast tanks and each pair of bottom ballast tanks respectively comprise a left ballast tank and a right ballast tank which are bilaterally and symmetrically distributed on two sides of the carrier; the front and the back of each cargo compartment are respectively provided with a watertight transverse bulkhead, the upper part and the lower part of each watertight transverse bulkhead are respectively provided with a watertight strong frame and a watertight solid rib plate, and the watertight strong frame and the corresponding watertight solid rib plate are positioned at the same rib position.
2. The method of improving liquefied gas carrier stability according to claim 1, wherein: the cargo hold comprises a first cargo hold, a second cargo hold and a third cargo hold which are sequentially arranged from the bow to the stern;
the top ballast tank comprises a first top side tank ballast tank, a second top side tank ballast tank, a third top side tank ballast tank, a fourth top side tank ballast tank, a fifth top side tank ballast tank, a sixth top side tank ballast tank, a seventh top side tank ballast tank, an eighth top side tank ballast tank and a ninth top side tank ballast tank which are sequentially arranged from the bow to the stern, and the first top side tank ballast tank, the second top side tank ballast tank, the third top side tank ballast tank, the fourth top side tank ballast tank, the fifth top side tank ballast tank, the sixth top side tank ballast tank, the seventh top side tank ballast tank, the eighth top side tank ballast tank and the ninth top side tank ballast tank are bilaterally and symmetrically distributed on two sides of the ship;
the bottom ballast tank comprises a first bottom side tank ballast tank, a second bottom side tank ballast tank, a third bottom side tank ballast tank, a fourth bottom side tank ballast tank, a fifth bottom side tank ballast tank, a sixth bottom side tank ballast tank, a seventh bottom side tank ballast tank, an eighth bottom side tank ballast tank and a ninth bottom side tank ballast tank which are sequentially arranged from the bow to the stern, and the first bottom side tank ballast tank, the second bottom side tank ballast tank, the third bottom side tank ballast tank, the fourth bottom side tank ballast tank, the fifth bottom side tank ballast tank, the sixth bottom side tank ballast tank, the seventh bottom side tank ballast tank, the eighth bottom side tank ballast tank and the ninth bottom side tank ballast tank are bilaterally and symmetrically distributed on two sides of the ship.
3. The method of improving liquefied gas carrier stability according to claim 2, wherein: the first top side tank ballast tank comprises a first left top side tank ballast tank and a first right top side tank ballast tank; the second top side tank ballast tank comprises a second left top side tank ballast tank and a second right top side tank ballast tank; the third top side tank ballast tank comprises a third left top side tank ballast tank and a third right top side tank ballast tank; the fourth top side tank ballast tank comprises a fourth left top side tank ballast tank and a fourth right top side tank ballast tank; the fifth top side tank ballast tank comprises a fifth left top side tank ballast tank and a fifth right top side tank ballast tank; the sixth top side tank ballast tank comprises a sixth left top side tank ballast tank and a sixth right top side tank ballast tank; the seventh top side tank ballast tank comprises a seventh left top side tank ballast tank and a seventh right top side tank ballast tank; the eight-top side tank ballast tank comprises an eight-top left side tank ballast tank and an eight-top right side tank ballast tank; the ninth top side tank ballast tank comprises a ninth left top side tank ballast tank and a ninth right top side tank ballast tank.
4. The method of improving liquefied gas carrier stability according to claim 2, wherein: the first bottom side tank ballast tank comprises a first left bottom side tank ballast tank and a first right bottom side tank ballast tank; the second bottom side tank ballast tank comprises a second left bottom side tank ballast tank and a second right bottom side tank ballast tank; the third bottom side tank ballast tank comprises a third left bottom side tank ballast tank and a third right bottom side tank ballast tank; the fourth bottom side tank ballast tank comprises a fourth left bottom side tank ballast tank and a fourth right bottom side tank ballast tank; the fifth bottom side tank ballast tank comprises a fifth left bottom side tank ballast tank and a first right bottom side tank ballast tank; the sixth bottom side tank ballast tank comprises a sixth left bottom side tank ballast tank and a sixth right bottom side tank ballast tank; the seventh bottom side tank ballast tank comprises a seventh left bottom side tank ballast tank and a seventh right bottom side tank ballast tank; the eight bottom side tank ballast tank comprises an eight left bottom side tank ballast tank and an eight right bottom side tank ballast tank; the nine-bottom-side-tank ballast tank comprises a nine-left bottom-side-tank ballast tank and a nine-right bottom-side-tank ballast tank.
5. The method of improving liquefied gas carrier stability according to claim 1, wherein: the bottom ballast tank is separated by two watertight stringers.
6. The method of improving liquefied gas carrier stability according to claim 1, wherein: the length of each cargo hold is trisected by a water-tight solid rib plate in each cargo hold; according to the position of the structural saddle, the watertight solid rib plate can be adjusted by 1-3 rib positions back and forth.
7. The method of improving liquefied gas carrier stability according to claim 1, wherein: the length of the ballast tank adjacent the upper transverse bulkhead is less than the length of the ballast tank in the middle of the cargo tank.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911000560.6A CN110696985A (en) | 2019-10-21 | 2019-10-21 | Method for improving stability of liquefied gas carrier |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911000560.6A CN110696985A (en) | 2019-10-21 | 2019-10-21 | Method for improving stability of liquefied gas carrier |
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| CN110696985A true CN110696985A (en) | 2020-01-17 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113264150A (en) * | 2021-06-15 | 2021-08-17 | 江南造船(集团)有限责任公司 | Watertight transverse bulkhead structure of cargo compartment |
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| CN109863080A (en) * | 2016-10-11 | 2019-06-07 | 三井易艾斯造船有限公司 | Liquefied gas carrier |
| CN110099842A (en) * | 2016-12-28 | 2019-08-06 | 现代重工业株式会社 | Gaseous fuel promotes container freighter |
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| CN102171094A (en) * | 2008-10-09 | 2011-08-31 | 吉宝岸外与海事科技中心私人有限公司 | Hull conversion of existing vessels for tank integration |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113264150A (en) * | 2021-06-15 | 2021-08-17 | 江南造船(集团)有限责任公司 | Watertight transverse bulkhead structure of cargo compartment |
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