CN214451674U - Small and medium-sized liquefied natural gas carrier capable of passing through restricted channel - Google Patents

Abstract

The utility model discloses a middle and small liquefied natural gas carrier which can pass through a restricted channel, wherein the total length of the ship is 180-200 m; the maximum fresh water draft is 7-8 m; the total liquid cargo hold volume is 38000 cubic meters to 42000 cubic meters; the driving cab of the ship is arranged at the front part of the cargo hold area; the length of the bow water surface dead zone is not more than 1.5 times of the total length of the ship; the mast of the ship is a reversible mast, and the radar of the ship is a reversible radar; the maximum air draught of the ship is not more than 23 m; the propulsion system of the ship is a double-oar propulsion system. The utility model discloses can realize the liquefied natural gas carrier navigation of 4 ten thousand cubic meters hold rank under the restriction of the minimum depth of water 8.5m of navigation channel, the bridge minimum limit for height 24m on the way to can reduce prow surface of water sight blind area and radar blind area by a wide margin, can drive safely in river complex environment including.

Description

Small and medium-sized liquefied natural gas carrier capable of passing through restricted channel

Technical Field

The utility model relates to a boats and ships technical field, in particular to can be through middle-size and small-size liquefied natural gas carrier of restrictive channel.

Background

The main scale of the ship is limited due to the influences of channel water depth, seasonal water level change, bridge limited passing height, wharf scale and the like during navigation of the inland ship. In order to maximize the economic efficiency, it is desirable to obtain as large a cabin capacity as possible under the aforementioned conditions of major dimension limitation.

At present, because the existing small and medium-sized liquefied natural gas carrier is not designed in consideration of the possibility of passing through a restrictive channel in the Yangtze river, the existing small and medium-sized liquefied natural gas carrier is limited by all or part of the conditions limited by the main scale, and cannot drive into a shallow water channel with the water depth of 8.5m and pass through a bridge with the height limited by 24 m.

According to an international authority database IHS, searching for liquefied natural gas transport ships with a cabin capacity of 29000-50000 cubic meters, only 4 small and medium-sized liquefied natural gas transport ships are actually built at present, wherein the ship with the name of Hai Yang Shi You 301 has an air draft height of about 36 meters under full load, and the ship is in a conventional layout that an upper-layer building and a cab are positioned behind a cargo hold area; the vessel with the name "Coral encato", with an air draft height of about 36 meters under full load, is a conventional layout of superstructures and a cab behind a cargo area; the vessel with the name "SAGA DAWN" has an air draft height of about 40 meters under full load, which is a conventional layout of superstructures and a cab located behind a cargo area.

The existing ship type arrangement is a conventional design that a cab is arranged behind a cargo hold. The air draft can not meet the requirement of the minimum limit height of 24m of a bridge along the way, or the full-load draft of the existing ship type can not pass through a water deep channel of 8.5 meters, or the cabin capacity of the existing ship type is less than 38000 cubic meters, so that the economy is not good. Due to the limitation of air draught, the height of the cab from the water surface is limited, so that the conventional design that the cab and the superstructure are arranged behind the cargo hold cannot meet the standard requirement, and negative influence is brought to the safety of inland river navigation.

SUMMERY OF THE UTILITY MODEL

The to-be-solved technical problem of the utility model is to overcome the above-mentioned defect that prior art exists, provide a middle-size and small-size liquefied natural gas carrier that can pass through restrictive channel.

The utility model discloses an above-mentioned technical problem is solved through following technical scheme:

a small and medium-sized liquefied natural gas carrier capable of passing through a restricted channel has a total length of 180-200 m; the maximum fresh water draft is 7-8 m; the total liquid cargo hold volume is 38000 cubic meters to 42000 cubic meters; the driving cab of the ship is arranged at the front part of the cargo hold area; the length of the bow water surface dead zone is not more than 1.5 times of the total length of the ship; the mast of the ship is a reversible mast, and the radar of the ship is a reversible radar; the maximum air draught of the ship is not more than 23 m; the propulsion system of the ship is a double-oar propulsion system.

A plurality of independent liquid cargo tanks are arranged in a cargo tank area of the ship, and the tank body structure of each independent liquid cargo tank is made of aluminum alloy. The concept of a self-contained cargo tank is defined by the international regulations on the construction and equipment of ships for the transport of liquefied gases in bulk (IGC regulations). The utility model provides an independent type cargo tank is the independent type cargo tank that accords with IGC rule definition.

Preferably, 3 independent liquid cargo holds are arranged in the cargo hold area of the ship.

The hull type depth is 16-17 meters.

The width of the hull is 31-33 meters.

The side and the bottom of the ship body in the cargo hold area are both formed by a double-shell structure.

The double-propeller propulsion system comprises two propellers, the two propellers are arranged at the tail of the ship, and the two propellers are symmetrically distributed on two sides of the center line of the ship.

The reversible mast comprises a mast base fixedly arranged on a ship, a mast body hinged to the mast base and a mast driving part capable of enabling the mast body to be erected or fallen.

The driving mode of the mast driving part is hydraulic, electric or manual.

The reversible radar comprises a radar base fixedly arranged on the ship, a radar body hinged to the radar base and a radar driving part capable of enabling the radar body to be erected or fallen down; the driving mode of the radar driving part is hydraulic, electric or manual.

The beneficial effects of the utility model reside in that: the utility model provides a cubic meter cargo hold holds more than 38000, preferably 40000 cubic meter cargo hold holds, can be fully loaded with the shallow water channel through 8.5m and above the depth of water to can be simultaneously through the middle-size and small-size liquefied natural gas transport ship of the bridge more than limit for height 24m (containing 24 m). The lng carrier may provide lng transportation services for restricted areas that meet the restrictions. The cargo hold capacity of more than 38000 cubic meters ensures that the ship has good investment economy, can realize the requirement of the same transportation volume with less voyage times compared with a ship with smaller hold capacity, and is more favorable for reducing the traffic pressure of a busy channel. The utility model discloses can realize the liquefied natural gas carrier navigation of 4 ten thousand cubic meters hold rank under the restriction of the minimum depth of water 8.5m in the navigation channel, the bridge minimum limit for height 24m on the way, this hold compares current prior art and has obvious growth, has better economic nature. And the sight blind area and the radar blind area of the ship bow water surface can be greatly reduced. The double-propeller propulsion system has higher controllability and redundancy and can be safely driven in a complex river environment.

Drawings

Fig. 1 is a schematic structural diagram of a preferred embodiment of the present invention.

Fig. 2 is a view from a in fig. 1.

Detailed Description

The present invention will be more clearly and completely described below with reference to the accompanying drawings.

As shown in fig. 1 and fig. 2, a small and medium-sized lng carrier capable of passing through a restricted channel has a total length of 180 m to 200 m; the maximum fresh water draft is 7-8 m; the total liquid cargo hold volume is 38000 cubic meters to 42000 cubic meters; the cabin 10 of the ship is provided in the front of the cargo area 20; the length of the bow water surface dead zone is not more than 1.5 times of the total length of the ship; the maximum air draft of the ship is not more than 23 meters.

A plurality of independent liquid cargo tanks 21 are arranged in a cargo tank area 20 of the ship, and the tank body structure of the independent liquid cargo tanks is made of aluminum alloy. Therefore, the weight of the empty ship can be reduced, and the control of the maximum fresh water draft is guaranteed. The concept of a self-contained cargo tank is defined by the international regulations on the construction and equipment of ships for the transport of liquefied gases in bulk (IGC regulations). The independent cargo tank in this embodiment is an independent cargo tank that meets the definition of IGC rule.

In this embodiment, it is preferable that 3 independent cargo tanks 21 are provided in the cargo area 20 of the ship.

The hull type depth is 16-17 meters. The width of the hull is 31-33 meters.

The side and the bottom of the ship body in the cargo hold area are both formed by a double-shell structure, namely the ship is of a double-shell structure. The double-layer shell structure can improve the safety of the ship.

The propulsion system of the ship is a double-oar propulsion system. The double-propeller propulsion system comprises two propellers 31, the two propellers are arranged at the tail of the ship, and the two propellers are symmetrically distributed on two sides of the center line of the ship.

With double-paddle propulsion, higher propulsion efficiency and handling performance are achieved in shallow water than with single-paddle propulsion, and higher system redundancy is achieved.

The mast of the vessel is a reversible mast 40.

The reversible mast 40 includes a mast base 41 fixed to the vessel, a mast body 42 hinged to the mast base, and a mast driving member (not shown) that can raise or lower the mast body.

The driving mode of the mast driving part is hydraulic, electric or manual.

In one embodiment, the mast drive member is driven hydraulically and the mast drive member is a hydraulic ram. The bottom of the hydraulic oil cylinder is fixedly connected with the ship, and a piston of the hydraulic oil cylinder is connected with the mast body. When the piston of the hydraulic oil cylinder extends, the mast body is erected. When the piston of the hydraulic cylinder retracts, the mast body falls down.

In other embodiments, the mast drive member may be driven electrically or manually.

The radar of the vessel is a reversible radar 50.

The reversible radar includes a radar base fixed to a ship, a radar body hinged to the radar base, and a radar driving unit (not shown) for allowing the radar body to be raised or lowered.

The driving mode of the radar driving part is hydraulic, electric or manual.

In one embodiment, the radar driving part is driven by hydraulic pressure, and the radar driving part is a hydraulic oil cylinder. The bottom of the hydraulic oil cylinder is fixedly connected with the ship, and a piston of the hydraulic oil cylinder is connected with the radar body. When the piston of the hydraulic oil cylinder extends out, the radar body is erected. When the piston of the hydraulic oil cylinder retracts, the radar body falls down.

In other embodiments, the driving mode of the radar driving part can also be electric or manual.

By adopting the reversible mast and the reversible radar, the maximum air draught of not more than 23 m can be realized. The maximum air draft is the vertical height from the water surface to the highest point of the ship when passing through the restrictive bridge. The two-dot chain line 19 in fig. 1 is a line 23 meters above the water surface.

The utility model adopts the design that the cab is arranged in front of the cargo hold, compared with the conventional design of the rear part, the gravity center of the cab moves forwards, which is beneficial to reducing the tail inclination of the ship, avoiding the overlarge draft at the tail part and being convenient for passing in shallow water; and when the height of the cab from the water surface is limited by the bridge, the cab arranged in front of the cargo hold can provide better forward sight and smaller head-on radar blind area than the conventional design at the rear.

The density of the aluminum alloy is only one third of that of stainless steel, so that the empty weight of the ship can be greatly reduced compared with the ship adopting nickel steel and stainless steel materials. Meanwhile, through optimization design, on the premise of meeting stability requirements, the number of the independent liquid cargo tanks is reduced to 3 at the lowest limit, the self empty weight of the independent liquid cargo tanks is reduced on the premise of the same total tank capacity, and the ship type is lower in draft compared with the existing ship type and is suitable for the limitation of shallow water channels.

In order to meet the requirement of the specification on the arrangement of signal lamps on the front and rear masts and the masts, the normal working state of the masts inevitably leads to the fact that the ship cannot pass through a bridge with the height limit of 24m, in order to solve the contradiction, the front and rear masts and equipment such as radars which can be influenced are designed into a structure which can be inclined, when the ship passes through the bridge with the height limit of 24m, the front and rear masts and the equipment such as radars which can be influenced are inclined, the highest point above the water surface of the ship is reduced, and the requirement of passing through the bridge can be met.

In the conventional single-propeller scheme, in order to ensure the efficiency of the propeller, the diameter of the propeller needs to be increased, but the diameter of the large propeller is not favorable for passing in shallow water. By adopting the double-propeller scheme, the load of a single propeller can be greatly reduced, and high propeller efficiency can be obtained under the condition of a smaller propeller diameter. And the double-paddle solution brings additional benefits: the redundancy of the propulsion system is increased, the maneuvering performance of the ship in the complex navigation channel of the inland river is improved, and the safe navigation capability of the ship in the complex navigation environment of the inland river is improved.

Through the technical scheme, the full-load draft of the ship is effectively reduced, the height of the ship above the water surface is controlled while the draft is reduced, the flattening of the ship in the height direction is realized, and the design target that the minimum limit height of a bridge is 24m and the full-load draft passes through a 8.5-meter deep channel is achieved. Moreover, a forward driving sight line and a forward radar coverage area better than those of the conventional design are provided for safe driving in inland rivers with complex environments. And a high-redundancy propulsion system and a high-redundancy steering performance are provided for safe driving in an inland river with complex environment.

The utility model provides a cubic meter cargo hold holds more than 38000, preferably 40000 cubic meter cargo hold holds, can be fully loaded with the shallow water channel through 8.5m and above the depth of water to can be simultaneously through the middle-size and small-size liquefied natural gas transport ship of the bridge more than limit for height 24m (containing 24 m). The lng carrier may provide lng transportation services for restricted areas that meet the restrictions. The total cargo hold capacity of more than 38000 cubic meters of 3 independent liquid cargo holds ensures that the cargo hold has good investment economy, can realize the requirement of equal transportation volume by less voyage compared with a ship with smaller hold capacity, and is more favorable for reducing the traffic pressure of a busy channel.

The utility model discloses can realize the liquefied natural gas carrier navigation of 4 ten thousand cubic meters hold rank under the restriction of the minimum depth of water 8.5m in the navigation channel, the bridge minimum limit for height 24m on the way, this hold compares current prior art and has obvious growth, has better economic nature. And the sight blind area and the radar blind area of the ship bow water surface can be greatly reduced, the redundancy of the manipulation capability is higher, and the safe driving in the inland river complex environment can be realized.

Although specific embodiments of the present invention have been described above, it will be understood by those skilled in the art that this is by way of example only and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and the principles of the present invention, and these changes and modifications are all within the scope of the present invention.

Claims (10)

1. A small and medium-sized liquefied natural gas carrier capable of passing through a restricted channel is characterized in that the total length of the carrier is 180-200 m; the maximum fresh water draft is 7-8 m; the total liquid cargo hold volume is 38000 cubic meters to 42000 cubic meters; the driving cab of the ship is arranged at the front part of the cargo hold area; the length of the bow water surface dead zone is not more than 1.5 times of the total length of the ship; the mast of the ship is a reversible mast, and the radar of the ship is a reversible radar; the maximum air draught of the ship is not more than 23 m; the propulsion system of the ship is a double-oar propulsion system.

2. The small and medium sized lng carrier capable of passing through a restricted channel as claimed in claim 1, wherein a plurality of independent cargo tanks are provided in the cargo tank area of the carrier, and the tank structure of the independent cargo tanks is made of aluminum alloy.

3. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 2, wherein 3 independent cargo tanks are provided in a cargo tank area of the ship.

4. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 1, wherein the hull is formed in a depth of 16 m to 17 m.

5. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 1, wherein the hull form width is 31 m to 33 m.

6. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 1, wherein the sides and the bottoms of the hulls in the cargo hold area are constructed of a double hull structure.

7. The small and medium sized lng carrier capable of passing through restricted channels as claimed in claim 1, wherein the twin-screw propulsion system comprises two propellers, both propellers are provided at the tail of the ship, and the two propellers are symmetrically distributed at both sides of the centerline of the ship.

8. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 1, wherein the invertible mast comprises a mast base fixedly attached to the vessel, a mast body hinged to the mast base, and a mast driving part for erecting or lowering the mast body.

9. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 8, wherein the driving means of the mast driving part is hydraulic, electric or manual.

10. The small and medium sized lng carrier capable of passing through a restricted waterway according to claim 1, wherein the reversible radar includes a radar base fixedly installed on the ship, a radar body hinged to the radar base, and a radar driving part capable of erecting or lowering the radar body, and the radar driving part is driven in a hydraulic, electric or manual manner.

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