CN111959695A

CN111959695A - Polar oil tanker

Info

Publication number: CN111959695A
Application number: CN202010872386.0A
Authority: CN
Inventors: 游晓琴; 陈晓隆; 曹璐
Original assignee: Guangzhou Shipyard International Co Ltd
Current assignee: Guangzhou Shipyard International Co Ltd
Priority date: 2020-08-26
Filing date: 2020-08-26
Publication date: 2020-11-20

Abstract

The invention discloses an arctic oil tanker, which comprises a hull, a bow and a stern, wherein an oil storage tank is arranged in the hull, the bow and the stern are respectively connected to two ends of the hull, the longitudinal section of a stem of the bow forms an acute angle relative to the horizontal plane of the advancing direction of the oil tanker and/or the longitudinal section of the stern forms an acute angle relative to the horizontal plane of the retreating direction of the oil tanker, a bow mooring deck and a stern mooring deck are respectively arranged on the bow and the stern, a ceiling is arranged on the bow mooring deck and/or the stern mooring deck, and the ceiling is erected above the bow mooring deck and/or the stern mooring deck; the polar oil tanker has the advantages of reasonable structure, convenient use and strong applicability.

Description

Polar oil tanker

Technical Field

The invention belongs to the technical field of ships, and particularly relates to an oil tanker for polar regions.

Background

Petroleum refers to a mixture of hydrocarbons in gaseous, liquid and solid states, with natural occurrence; petroleum is further classified into crude oil, natural gas liquids (condensate, which is a liquid phase component condensed from natural gas in a condensate field and is also called as natural gasoline or light oil), natural tar and the like, but "petroleum" is still used as the definition of "crude oil" in a habit; meanwhile, petroleum is one of the most important energy sources in the world today. The transportation mode after the oil is exploited mainly has two modes, one mode is to transport the oil by laying a pipeline, and the other mode is to transport the oil by an oil tanker. However, the oil tanker in the prior art has the problems of low trafficability and inconvenient use when in use, for example, a large amount of oil and gas are produced and transported by the oil tanker in the northern region, the conventional oil tanker has a low ice resistance level, and generally can only sail in summer and not all the year round, specifically: conventional oil tankers are usually designed with smooth and streamlined bow and stern due to the requirement of rapidity (reducing resistance when sailing in water), but this is not favorable for breaking ice and makes the trafficability of the conventional oil tanker relatively low, so that the conventional oil tanker can only sail in summer; secondly, due to the low temperature in the arctic region, weather equipment, such as mooring equipment, on a mooring deck (top deck) of a bow or stern is often covered with ice and snow, so that the weather equipment cannot work normally under low temperature conditions, or the ice and snow covered on the weather equipment need to be removed before the mooring equipment is used, so that certain inconvenience is brought to the use of the oil tanker.

Disclosure of Invention

In view of this, the invention aims to provide a polar oil tanker which is reasonable in structure, convenient to use and high in applicability.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows:

the polar region oil tanker comprises a hull, a bow and a stern, wherein an oil storage tank is arranged in the hull, the bow and the stern are respectively connected to two ends of the hull, the longitudinal section of a stem of the bow forms an acute angle relative to the horizontal plane of the advancing direction of the oil tanker and/or the longitudinal section of the stern forms an acute angle relative to the horizontal plane of the retreating direction of the oil tanker, a bow mooring deck and a stern mooring deck are respectively arranged on the bow and the stern, a canopy is arranged on the bow mooring deck and/or the stern mooring deck, and the canopy is erected above the bow mooring deck and/or the stern mooring deck.

As a further improvement of the polar oil tanker, the canopy comprises a cover plate and a supporting framework, the cover plate is positioned above the supporting framework, and the cover plate and the supporting framework are fixed.

As a further improvement to polar tankers, the acute angle is 20-35 degrees.

As a further improvement of the antipodal oil tanker, the antipodal oil tanker further comprises a propeller, wherein the propeller is connected with the stern and is a full-rotation propeller, the propeller is an electric propeller, and the propellers are arranged in a plurality.

As a further improvement of the polar oil tanker, a bridge is arranged on the bow or the stern, a cab is arranged in the bridge, and two sides of the cab in the width direction protrude outwards respectively and enable the cab to form a T shape, or the bridge is arranged in a T shape.

As a further improvement of the polar oil tanker, a front deck and a rear deck are provided to both front and rear ends in the cab in the longitudinal direction of the hull, respectively.

As a further improvement of the polar oil tanker, the bridge is also provided with an elevator, and the elevator stroke extends from the top of the bridge to the bottom in the stern.

As a further improvement of the polar oil tanker, a supply oil tank is also arranged in the bow or the hull.

As a further improvement of the polar oil tanker, a stern forms an included angle relative to the bottom of the ship body and the height of a stern mooring deck is raised, and the height of the stern mooring deck is larger than that of a main deck of the ship body.

As a further improvement of the polar oil tanker, a throwing-down type lifeboat is further arranged on the stern, a passage bridge ladder is arranged between the throwing-down type lifeboat and the bridge, one end of the passage bridge ladder is communicated with an inlet of the throwing-down type lifeboat, and the other end of the passage bridge ladder is communicated with the bridge.

The technical effects generated by the invention are mainly reflected in that: because the stem of the fore and/or the stern form an acute angle relative to the bottom of the ship body, the fore and the stern are designed into an icebreaking molded line to form an icebreaking bow and stern, namely, the oil tanker improves the ice resistance level and can be icebroken to sail, and further the oil tanker can work on a arctic route all year round; thus, the applicability of the tanker is improved. And secondly, because the roofs are erected on the fore mooring deck and/or the stern mooring deck, the mooring equipment on the fore mooring deck and the stern mooring deck can be effectively prevented from being covered by ice and snow and influencing the normal or smooth use of the mooring equipment when the oil tanker is parked at a port, and the use convenience of the oil tanker is improved.

Drawings

The foregoing and other objects, features and advantages of the invention will be apparent from the following more particular description of preferred embodiments of the invention, as illustrated in the accompanying drawings. Like reference numerals refer to like parts throughout the drawings, and the drawings are not intended to be drawn to scale in actual dimensions, emphasis instead being placed upon illustrating the principles of the invention.

FIG. 1 is a schematic view of the overall structure of a polar vessel according to the present invention;

FIG. 2 is a schematic cross-sectional view of a polar vessel according to the present invention;

FIG. 3 is a schematic view of a portion of the structure of FIG. 2;

FIG. 4 is a schematic top view of a polar oil carrying bridge building according to the present invention;

fig. 5 is a schematic sectional view of a top view of a bridge deck of a polar oil tanker according to the present invention.

Detailed Description

The present invention will be described in further detail with reference to the drawings and specific examples so that those skilled in the art can better understand the present invention and can implement the present invention, but the examples are not intended to limit the present invention, and in the present examples, it should be understood that the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing the present invention, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element and be integral therewith, or intervening elements may also be present. The terms "mounted," "one end," "the other end," and the like as used herein are for illustrative purposes only.

As shown in fig. 1 to 5, an embodiment of the present invention provides a polar oil tanker, including a hull 1, a bow 2 and a stern 3; wherein, a plurality of oil storage cabins are arranged in the ship body 1, and the oil storage cabins are used for containing the extracted oil products, such as condensate oil and the like separated from crude oil and natural gas; the fore 2 and the stern 3 are respectively connected to both ends of the hull 1 to form an integral structure of the oil tanker. The longitudinal section of the stem of the foreship 2 forms an acute angle relative to the horizontal plane of the advancing direction of the oil tanker (the ship body 1) and/or the longitudinal section of the stern 3 forms an acute angle relative to the horizontal plane of the retreating direction of the oil tanker (the ship body 1); specifically, the stem 21 of the bow 2 forms an acute angle of 20-35 degrees, such as an acute angle of 25 and 30 degrees, relative to the bottom of the hull 1, so that the bow 2 is in an ice breaking shape, namely, an ice breaking bow is formed, and the oil tanker improves the ice resistance level and can be used for ice breaking sailing; the stem 21 is the foremost member of the hull and is used for connecting the outboard plate, the deck and the end of the keel, reinforcing the bow and ensuring the structural rigidity of the bow end. When the oil tanker encounters ice on the sailing line, the oil tanker crushes ice blocks by the mutual cooperation of the propelling power of the oil tanker and the foreship; when the ice layer is relatively thick, the foreship 2 is easy to warp and climb to the ice surface because the foreship 2 and the ship body 1 form an acute angle, and the ice layer is crushed by further utilizing the self weight of the oil tanker, so that the ice-breaking navigation is realized. In the embodiment, the stern 3 forms an included angle relative to the backward direction of the ship body 1, that is, an ice-breaking line of the stern 3 is formed, so that the two-way ice-breaking function of the oil tanker is formed, for example, the stern 3 forms an acute angle of 20-35 degrees relative to the ship body 1, and further forms an included angle of 25 and 30 degrees; specifically, when the ice layer is relatively thick, the ship can be selected to run backwards, and the stern 3 at the moment serves as a bow, namely, the screw propeller on the propeller 5 is utilized to assist in ice breaking, and meanwhile, the ice layer is crushed by means of the ice breaking type stern of the stern and the self weight of the stern.

A bow mooring deck 22 and a stern mooring deck 31 are respectively arranged on the bow 2 and the stern 3, a canopy 4 is arranged on the bow mooring deck 22 and/or the stern mooring deck 31, the canopy 4 is erected above the bow mooring deck 22 and/or the stern mooring deck 31, and the canopy 4 and the bow mooring deck 22 and/or the stern mooring deck 31 form a semi-closed structure. The canopy 4 comprises a cover plate 41 and a support framework 42, wherein the cover plate 41 is positioned above the support framework 42, and the cover plate 41 and the support framework 42 are fixed by welding or bolts; the support frame 42 is located below the cover plate 41 to help clean the ice and snow on the cover plate 41. Because the canopy 4 is erected on the fore mooring deck 22 and/or the stern mooring deck 31 to form a wave-proof canopy or a semi-closed space environment, the formation of an ice layer or an ice and snow layer on mooring equipment on the fore mooring deck 22 and the stern mooring deck 31 due to the covering of sea waves and ice and snow when the oil tanker is in polar navigation can be effectively avoided, and the normal or smooth use of the mooring equipment when the oil tanker is in a port is influenced. Mooring equipment, also known as "mooring equipment", refers to equipment used when a vessel is moored to a dock, buoy or other vessel, including bollards, fairleads, winches, and hawsers (or winches), etc. Of course, other equipment, such as oil transfer interface equipment, may be arranged on the fore mooring deck 22 and the aft mooring deck 31.

As shown in fig. 1-3, in a preferred embodiment, the polar oil tanker further comprises a propeller 5, the propeller 5 is rotatably connected with the stern 3, the propeller 5 is a full-rotation propeller 5, specifically, the full-rotation propeller 5 means that a propeller on the propeller can rotate 360 degrees around a longitudinal axis, and the direction of the thrust can be changed freely with the change of the position, so that the oil tanker can turn around in situ and advance and retreat freely, and the maneuverability and maneuverability of the oil tanker are greatly improved. The propeller can rotate 360 degrees around the longitudinal axis, so that the propeller also plays a role of a rudder when outputting the propelling power, and in the traditional ship, the propeller is driven by the transverse axis to rotate and propel the ship to advance, namely the propeller cannot rotate 360 degrees in the direction of the longitudinal axis, and the rudder is needed to be arranged to control the advancing direction of the ship. The propeller 5 in the embodiment is an electric propeller 5, the number of the propellers 5 is two, the electric propeller 5 adopts the working principle that a generator set is used for providing electric energy for a motor and directly driving a propeller of the propeller to rotate, and the rotating speed, namely variable speed regulation, is carried out through frequency conversion equipment, so that compared with the traditional propeller driven by an internal combustion engine to work, the complex gear variable speed equipment is reduced, and the volume of a power system of an oil tanker can be reduced; secondly, the losses between the conversions of the full power propulsion energy are small, in particular, the internal combustion engine of the ship is thermally efficient at high or full power operation, but at low speed the output power drops, but the fuel consumption does not drop much, so that the economy is particularly poor at low speed cruising, whereas the tanker must not be able to maintain full speed when sailing at extreme, i.e. the same amount of material enables the tanker to sail further.

As shown in fig. 3-5, in a preferred embodiment, a bridge 6 is provided on the fore 2 or the aft 3, the bridge 6 in this embodiment is provided on the aft 3, the bridge 6 includes a cab 61, and both sides of the cab 61 in the width direction respectively protrude outward and form the cab 61 into a T shape, or the bridge 6 is arranged in a T shape; that is, both sides of the cab protrude outward by a certain distance with respect to the port and starboard sides of the hull 1, so that the oil carrier can observe the ice condition on the course when sailing. Further, a front cab 62 and a rear cab 63 are provided at both front and rear ends of the cab 61 in the longitudinal direction with respect to the hull 16, respectively, and the provision of the dual cabs facilitates the steering operation of the tanker, for example, the tanker can be steered on the rear cab 63 when the tanker is sailing in reverse or reverse, while the tanker uses the front cab 62 when the tanker is sailing forward.

As shown in fig. 1-5, in the preferred embodiment, an elevator 64 is also provided on the bridge 6, and the elevator 64 travels from the top of the bridge 6 to the bottom inside the stern 3. Particularly, the working areas on the tanker are mainly concentrated in the bridge 6 and the stern 3 (the cabin is generally arranged in the stern), so the elevator 64 can help the staff to conveniently and quickly enter the respective working areas, thereby avoiding the inconvenience of entering the corresponding working areas through stair walking in the traditional mode. In the preferred embodiment, the stern 3 forms an included angle with respect to the bottom of the hull 1 and raises the height of the stern mooring deck 31, that is, the stern 3 is arranged in a zigzag manner, the height of the stern mooring deck 31 is greater than the height of the main deck of the hull, and the cabin area space in the stern can be effectively increased after the height of the stern mooring deck 31 is raised.

As shown in fig. 2, in the preferred embodiment, a refueling tank 7 is further arranged in the bow 2 or in the hull 1, the refueling tank 7 in the present embodiment is arranged in the bow 2, for example, the refueling tank 7 can be used for storing diesel oil and serving as a refueling for a target port (diesel oil or gasoline is required to be used as energy source because oil is not generally refined in oil export), when an empty tanker departs from the oil export port, the refueling tank 7 is filled with oil and serves as a counterweight or ballast for the bow 2, that is, the tanker increases the weight of the bow 2 during ice breaking, so that the situation that the bow 2 is easy to warp and the ice layer is not easy to crush due to insufficient ballast or counterweight is avoided.

As shown in fig. 1-3, in a preferred embodiment, a throwing-down lifeboat 8 is further disposed on the stern 3, a passage bridge ladder 9 is disposed between the throwing-down lifeboat 8 and the bridge 6, one end of the passage bridge ladder 9 is communicated with an inlet of the throwing-down lifeboat 8, and the other end of the passage bridge ladder 9 is communicated with the bridge 6. When a person enters the lifeboat 8 in the traditional mode, a stair needs to be arranged between a deck (in the example, the ceiling 4 is arranged, so the ceiling 4 needs to be arranged) and the lifeboat 8, and the person climbs onto the lifeboat through the stair; therefore, certain inconvenience is brought to evacuation of people when an emergency occurs. One end of the passage bridge ladder 9 in the embodiment is communicated with the bridge 6, and the passage bridge ladder 9 is overhead in a substantially horizontal state; namely, when people are evacuated in a tight manner, the people can enter the bridge 6 and then can relatively quickly and conveniently enter the lifeboat 9 through the horizontally overhead passage bridge ladder 9; in the emergency evacuation, people can simultaneously use the stairs in the bridge 6 and the elevator 64 to reach the aisle bridge ladder 9 in the bridge 6, namely, the efficiency of people evacuation is improved.

In this specification, unless explicitly stated or limited otherwise, a first feature may be "on" or "under" a second feature such that the first and second features are in direct contact, or the first and second features are in indirect contact via an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, reference to the description of the terms "preferred embodiment," "yet another embodiment," "other embodiments," or "specific examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.

Claims

1. The utility model provides a polar region oil tanker, includes hull, bow and stern, be provided with the oil storage tank in the hull, bow and stern connect respectively in the both ends of hull, its characterized in that: the longitudinal section of the stem of the ship bow forms an acute angle relative to the horizontal plane of the advancing direction of the oil tanker and/or the longitudinal section of the stern forms an acute angle relative to the horizontal plane of the retreating direction of the oil tanker, a bow mooring deck and a stern mooring deck are respectively arranged on the ship bow and the ship stern, a canopy is arranged on the bow mooring deck and/or the stern mooring deck, and the canopy is erected above the bow mooring deck and/or the stern mooring deck.

2. The polar vessel of claim 1, wherein: the ceiling comprises a cover plate and a supporting framework, wherein the cover plate is positioned above the supporting framework, and the cover plate is fixed with the supporting framework.

3. The polar vessel of claim 1, wherein: the acute angle is 20-35 degrees.

4. The polar vessel of claim 1, wherein: still include the propeller, the propeller with the stern is connected, the propeller is the gyration propeller entirely, just the propeller is electric power propeller, just the propeller is provided with a plurality ofly.

5. The polar vessel of claim 1, wherein: the bridge is arranged on the bow or the stern and comprises a cab, and two sides of the cab in the width direction protrude outwards respectively and enable the cab to form a T shape, or the bridge is arranged in a T shape.

6. The polar vessel of claim 5, wherein: and a front cab and a rear cab are respectively arranged at the front end and the rear end in the cab in the length direction of the ship body.

7. The polar vessel of claim 5, wherein: the bridge is also provided with an elevator, and the elevator stroke extends from the top of the bridge to the bottom in the stern.

8. The polar vessel of claim 1, wherein: and a supply oil tank is also arranged in the bow or the hull.

9. The polar vessel of claim 1, wherein: a cabin is arranged below the stern mooring deck, and the height of the stern mooring deck is larger than that of the main deck of the ship body.

10. The polar vessel of claim 5, wherein: and a throwing-down type lifeboat is further arranged on the stern, a passage bridge ladder is arranged between the throwing-down type lifeboat and the bridge, one end of the passage bridge ladder is communicated with an inlet of the throwing-down type lifeboat, and the other end of the passage bridge ladder is communicated with the bridge.