CN216468301U - Container ship for direct transport from river to sea - Google Patents

Abstract

The utility model provides a container ship for river and sea direct flow, wherein a main ship body comprises a bilge structure positioned at the bottom layer, the upper layer of the bilge structure is a double-layer bilge structure, the upper layer of the double-layer bilge structure is a low-position mooring platform structure, the upper layer of the low-position mooring platform structure is a main deck structure, and one side of the head part of the main deck structure is provided with a rudder cabin structure; a propeller power device and rudder equipment are arranged in the rudder cabin structure; a tail ceiling deck structure is arranged on the upper layer of the tail part of the main deck structure, a driving deck structure is arranged on the upper layer of the head part of the main deck structure, and a head ceiling deck structure is arranged on the top layer of the driving deck structure; the outer side of the main ship body is uniformly provided with inflatable rubber back balls. The container ship adopts a newly developed ship size of 155m long by 32.6m wide, and then can be combined and paired with the existing standard ship type, 2 one-lock three-ship combinations based on the lockage are developed, the navigation capacity of the three gorges ship lock can be maximized, and the navigation pressure of the three gorges ship lock is relieved.

Description

Container ship for direct transport from river to sea

Technical Field

The utility model belongs to the technical field of container transport ships, and particularly relates to a container ship for direct transportation from river to sea.

Background

The navigation capacity of the three gorges ship lock reaches and exceeds the design standard in 2011, the sum of the three gorges ship lock reaches 19 years in advance, and under the condition that the navigation bottleneck of the three gorges ship lock is shown, the national and related functional departments are awaiting research to implement the second channel of the three gorges dam to relieve the bottleneck of the three gorges ship lock on navigation, but the period from preparation in the early stage to construction and production is reported to be about 20 years.

For the purpose of diving, the related parties put forward a one-lock four-ship three-gorge standard ship type with a large length-width ratio, the main dimension is 130m long and 16.3m wide, the push-out of the one-lock four-ship type optimizes the utilization rate of a lock chamber, and the ship type is greatly improved compared with the standard ship type before 2013.

At present, in addition to the ship types of four ships in one lock, the standard main dimension ship types of the other navigation three gorges ship locks have extremely large difference in the lock chamber utilization rate compared with the international excellent ship lock passing ship type such as the Panama canal ship type (the Panama canal lock is long (usable length) × width × usable water depth 320m (304.8 m) × 33.53m × 12.55m, and the Panama extremely-ship dimension is long × width × draft 294.1m × 32.3m × 12 m).

The plane dimensions of the one-lock four-ship type of the three gorges ship lock are 130m long by 16.3m wide, the loading stability of similar ship types such as bulk cargo ships meets the requirements of regulations due to low gravity center of the cargos, but for container ships, commercial vehicle roll-on ships and passenger ships, the ship type is very successful because the gravity center of the full-load cargos is high, the loading condition and the ship stability are difficult to reach the optimal state, the eastern acceptance degree is low, the one-lock four-ship scheme is taken as the ship type with low gravity center of the loaded cargos, and the ship with high gravity center of the loaded cargos is difficult to reach the optimal state due to the loading, so that the three gorges ship lock is not high in economy and cannot be popularized in large batch.

The expert in the industry has performed a lot of analysis and discussion on the worry about the bottleneck problem of the three gorges navigation, according to the fact that the plane size of the three gorges ship lock is 280 x 34m, the plane size of the ship lock is allowed to be calculated by the length x the width of the ship, the main size of the plane of the ship lock is 130m x32.6m, and the aspect ratio of the ship size is only 4.01: 1, according to the requirements of relevant regulations and regulations, the length-width ratio of the ship is more than or equal to 4.5, and the main dimension of the plane of the ship which divides two ships with one gate equally cannot be realized because the length-width ratio is too small and does not meet the requirements of the regulations and the regulations.

According to the concept of Panama canal ship type design, "one lock and one ship" uses the plane dimension of the three gorges ship lock ship type to be as much as 260m long by 32.6m wide. However, looking after the history of the long river shipping, the tug fleet used for the long river shipping has a large planar dimension, for example, a 1+3 × 1000t tug fleet, a total length of about 180m, a width of about 23m, a maximum planar dimension of 1+2 × 1500+1 × 1800t, a formation dimension of 165m × 27m, a length of not more than 260m, and a width of not more than 32.6m, and an extremely aggressive ship type such as a panama canal is to be launched in the three gorges.

The existing three gorges lock standard ship type is popular, wherein the standard ship type with the plane dimension of 105m multiplied by 16.3m is popular, the ship type can be navigated to all the ports of Luzhou, Yunnan water, is a main ship type from the trunk line of the Yangtze river to the upstream, and the ship type has the following combination type through the three gorges lock.

1. The ship is 105 multiplied by 4, and the ship lock is empty with 260 plus 105 multiplied by 2= 50;

2. the ship length is 105 multiplied by 2+110 multiplied by 2, and the ship lock is 260- (105 multiplied by 2+110 multiplied by 2) =45m empty;

3. the ship is 105 multiplied by 2+130 multiplied by 2, and the ship lock is 260- (105 multiplied by 2+130 multiplied by 2) =25m empty;

4. the ship length of 110 × 17.2m is not matched with the ship shape, and the width of 15.4m is wasted, and the ship shape (32.6-17.2 =15.4 m) is widely viewed by the shipping industry for the ship shape of 110 × 17.2m, the ship shape of 105 × 17.3 and the ship shape of 105 × 15.3m are matched with each other for the purpose of diving, and the ship shape of 110 × 17.3m and the ship shape of 110 × 17.2m are not matched with each other at present.

It can be seen that in the existing ship model, except the ship model of one lock with four ships (130 m × 16.3 m), other ship plane combinations passing through the lock have larger vacant positions, and a space for developing a new ship model is provided for the cargo capacity of the three gorges ship lock.

In the existing largest ship type passing through the three gorges ship lock, the largest plane dimension such as gold cruise ship and the plane dimension of a president series cruise ship reaches 150m in length by 24m in width, and the ship type has been operated safely for many years, but the utilization rate of the width of a lock chamber is extremely low, such as the residual width of 32.6-24=8.6m, and the three gorges ship size of 8.6m in width is not available to fill up the residual width and is wasted.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problems, the utility model provides a container ship for river and sea direct flow, the size of the container ship adopts the size of a newly developed ship with the length of 155m multiplied by the width of 32.6m, so that the container ship can be combined and paired with the existing standard ship type, 2 one-lock three-ship combinations based on the lock passing are developed, the navigation capacity of the three gorges ship lock can be maximized, and the navigation pressure of the three gorges ship lock is relieved.

In order to achieve the technical features, the utility model is realized as follows: a container ship for direct arrival at river and sea comprises a main ship body, wherein the main ship body comprises a bilge structure positioned at the bottom layer, the upper layer of the bilge structure is a double-layer bottom empty cabin structure, the upper layer of the double-layer bottom empty cabin structure is a low-level mooring platform structure, the upper layer of the low-level mooring platform structure is a main deck structure, and one side of the head part of the main deck structure is provided with a rudder cabin structure; a propeller power device and rudder equipment are arranged in the rudder cabin structure; a tail ceiling deck structure is arranged on the upper layer of the tail part of the main deck structure, a driving deck structure is arranged on the upper layer of the head part of the main deck structure, and a head ceiling deck structure is arranged on the top layer of the driving deck structure; the outer side of the main ship body is uniformly provided with inflatable rubber back balls.

The basic dimensions of the main hull are: 155m × 32.6m wide; and the total height of the main ship body is below 17 m.

A tail side thruster for laterally thrusting the tail of the whole main hull is arranged on one side of the tail of the main hull; one side of the head of the main hull is provided with a head side thruster for laterally thrusting the head of the whole main hull.

The bilge structure comprises side ballast tanks positioned on two sides of the main ship body, a bottom ballast tank is arranged between the side ballast tanks, one side ballast tank adopts a fresh water tank, and a nose tank and a head tank are arranged on one side of the head of the bilge structure.

The double-layer bottom empty tank structure comprises a tail ballast tank, a tail empty tank and an engine room which are positioned at the tail part of the ship body; the middle part of the double-layer bottom empty cabin structure is provided with evenly distributed cargo holds, one side of the head of the double-layer bottom empty cabin structure is provided with an emergency fire pump cabin, and two sides of the head of the double-layer bottom empty cabin structure are provided with anchor chain cabins.

The low mooring platform structure comprises a low mooring platform, low mooring bollards for low mooring are arranged on two sides of the low mooring platform, and a first toilet room, a first crew room, a turbine long room, an emergency power distribution room, a storage battery room and a first carbon dioxide room are arranged at the tail part of the low mooring platform structure; the head of the low mooring platform structure is provided with a kitchen, a dining room, a storeroom, a multifunctional hall and a second carbon dioxide room.

A ventilation mast and a self-service LNG fuel tank are arranged on one side of the tail of the main deck structure, and high-level mooring bollards are arranged on two sides of the main deck structure.

A fuel oil daily cabin, a sump oil water cabin and a lubricating oil cabin are arranged in the rudder cabin structure; machine hatches are arranged on two sides of the rudder engine room structure; the tail part of the rudder cabin structure is provided with a domestic sewage storage cabin, a spare part cabin and a rudder cabin.

A gravity cabinet is arranged on the overhead shed deck structure;

the driving deck structure adopts an arc driving deck, the walkways on the periphery are all communicated, and the driving deck structure comprises a toilet bathroom, a downstairs room, an upstairs room, a second crew room, a middle longitudinal channel and a captain room from right to left; a cab is arranged in the middle of the head of the driving deck structure.

The propeller power device adopts a tail engine type, a double engine, a double shaft system and a double-screw propeller ship, the propulsion device adopts two marine LNG/diesel dual-fuel medium-speed diesel engines, and two fixed-pitch propellers are driven by two reduction gear boxes and a transmission shaft system; the fixed-pitch propeller adopts a nickel-aluminum bronze four-blade high-efficiency propeller;

the rudder equipment adopts two streamline suspension flap rudders, and energy-saving rudder ball energy-saving rectifying fins are arranged on rudder blades; two electric hydraulic steering engines are adopted as the steering engines, the two steering engines run synchronously, and no connecting rod is arranged for synchronization.

The utility model has the following beneficial effects:

by adopting the newly designed ship type of the utility model, 2 combinations based on one lock and three ships can be formed by matching the newly designed ship type with the existing standard ship type:

the first method comprises the following steps: the newly developed ship model of length 155m x width 32.6m is paired with the existing standard ship model of 105m x16.3m to form the optimal combination of one lock and three ships.

And the second method comprises the following steps: the existing standard ship type 105x17.3m and 105x15.3 ship type adopted by shipping enterprises in large batch are paired to carry out a two-in-one combined standard cross-lock fleet, and a newly developed 155mx32.6m limit ship type is added to form a three-ship one-lock fleet, wherein 105mx17.3m is suitable for container ships, and 105mx15.3m is suitable for bulk carriers.

The combination of 105mx17.3m, 105mx15.3m and 155mx32.6m to form a three-lock ship, 105mx16.3m and 155mx32.3m to form a three-lock fleet, by using the design concept of Panama's extreme ship type, the maximization of the three gorges ship type is realized, the problem of over-design load through the three gorges ship lock cable piles is solved after the maximization of the ship type, the ship type adopts the self-rolling rubber inflation ball-leaning technology during the lock crossing, the ball is deflated during the lock crossing to ensure that the two sides of the ship have gaps, the ball is inflated to ensure that the ball clings to the side wall of the lock chamber after the lock crossing, the friction force of the ship and the side wall of the lock chamber are in a vertically rolling type, when the water level floats or falls, the ball floats up and goes in and out by the ship, the side of the ship is deflated without air leakage, and the ball is deflated to ensure that the two lock chamber side walls have gaps, and the lock chamber gap can be in the lock. The method has very important significance for relieving navigation pressure of the three gorges ship lock and promoting healthy development of the Yangtze river economic zone, and has wide market prospect.

The container with the plane dimension of 155m multiplied by 32.6m accords with a river and sea direct ship type encouraged by the department of transportation, the waterway mileage of the river and sea direct ship type from Chongqing harbor to Shanhai harbor in Changjiang river is up to 2000km, the deep water channel of the middle and lower reaches and the three gorges reservoir region is passed, the design draft can reach 7m, when the ship type is passed through shallow water section and the three gorges ship lock in Jingjiang river, the technology of 'on-water rapid semi-submerged ship loading and unloading' is adopted, so that the load reduction passing can be realized very conveniently, rapidly and at low cost, and the 'semi-submerged ship loading and unloading' is still adopted after passing through the shallow water section and the three gorges ship lock to load the deep water channel for navigation.

When the ship navigation three gorges ship lock is unloaded to the limited draft of 4.3m, the cargo capacity can reach 17000t of a single ship, and the 2 ship cargo capacity of 105x 16.3m of the combination is 5400 x 2=10800t, so that the total cargo capacity of one lock can reach 28800t, when the existing optimum combination of the three gorges ship lock one-lock four-ship type has the draft of 4.3m, the cargo capacity of the single ship is 6600 tons, the maximum cargo capacity of the one-lock four-ship is 6600 x 4=26400t, so that the cargo capacity of the one-lock three-ship type is improved by 7.5% compared with the maximum cargo capacity of the existing standard ship type, the cargo capacity of the one-lock three gorges ship type can be calculated according to 1.2 hundred million tons per year, the cargo capacity of the one-lock three-ship type can be calculated by digging to increase about 0.09 million tons per pass, and the cargo capacity of the three gorges ship type can be calculated according to 26400t per pass through the existing stage, which is equivalent to 340 times of pass through the lock per year, and the economic and the social benefits are obvious.

In conclusion, a main ship type with three gorges ship lock and a new river-sea direct ship type of 155m × 32.6m is especially developed, and 2 ship types with the main dimensions of 105m × 16.3m long standard dimension and the existing ship type form a one-lock three-ship lock-entering fleet.

The innovative ship model uses the design concept of international ship lock-in lockage ship model, is suitable for the river and sea direct of Yangtze river main lines, has great comparative advantages, good stability and large carrying capacity, and is suitable for the river and sea direct.

Drawings

The utility model is further illustrated by the following figures and examples.

FIG. 1 is a front view of the present invention

Fig. 2 is a view of the bilge structure of the present invention.

Fig. 3 is a structure diagram of the double-layer bottom empty cabin of the utility model.

Fig. 4 is a view showing the structure of the low mooring platform of the present invention.

Figure 5 is a view of the main deck structure of the present invention.

Fig. 6 is a structure view of a rudder nacelle according to the present invention.

Fig. 7 is a view showing the structure of the tail ceiling deck of the present invention.

Fig. 8 is a view of the overhead deck structure of the present invention.

Fig. 9 is a structural view of a driving deck of the present invention.

Figure 10 is a side view of the main hull of the present invention in lockstep.

Fig. 11 is a layout of a single lock three ship formed by the hull of the present invention and two standard ship types of 105m × 16.3m in the prior art.

Fig. 12 is a layout of a one-lock three-ship arrangement of the hull of the present invention and the existing standard ship types 105x17.3m and 105x 15.3.

In the figure: the device comprises a bilge structure 1, a double-layer bilge structure 2, a low-position mooring platform structure 3, an inflatable rubber leaning ball 4, a low-position mooring cable window 5, a rudder cabin structure 6, a propeller power device 7, rudder equipment 8, a main deck structure 9, a tail ceiling deck structure 10, a tail side thruster 11, a head side thruster 12, a container 13, a head ceiling deck structure 14, a driving deck structure 15 and a ship lock side wall 16;

an edge ballast tank 101, a bottom ballast tank 102, a head space tank 103, a nose chamber 104 and a fresh water tank 105;

a tail ballast tank 201, a tail empty tank 202, a cabin 203, a cargo hold 204, an emergency fire pump tank 205 and a chain locker 206;

a first toilet room 301, a first crew room 302, a turbine long room 303, an emergency power distribution room 304, a storage battery room 305, a first carbon dioxide room 306, a low mooring platform 307, a low mooring post 308, a second carbon dioxide room 309, a multi-functional hall 310, a restaurant 311, a storage room 312 and a kitchen 313;

the LNG/diesel dual-fuel medium-speed diesel engine comprises a marine LNG/diesel dual-fuel medium-speed diesel engine 701, a reduction gearbox 702, a transmission shafting 703 and a fixed-pitch propeller 704;

a self-service LNG fuel tank 901, a ventilation mast 902 and a high-level mooring post 903;

a gravity cabinet 1401;

a captain's chamber 1501, a second crew's chamber 1502, a cab 1503.

Detailed Description

Embodiments of the present invention will be further described with reference to the accompanying drawings.

Referring to fig. 1-12, a container ship for direct arrival at the river and sea comprises a main ship body, wherein the main ship body comprises a bilge structure 1 positioned at the bottom layer, the upper layer of the bilge structure 1 is a double-layer bottom empty cabin structure 2, the upper layer of the double-layer bottom empty cabin structure 2 is a low-position mooring platform structure 3, the upper layer of the low-position mooring platform structure 3 is a main deck structure 9, and one side of the head part of the main deck structure 9 is provided with a rudder cabin structure 6; a propeller power device 7 and rudder equipment 8 are arranged in the rudder cabin structure 6; a tail ceiling deck structure 10 is arranged on the upper layer of the tail part of the main deck structure 9, a driving deck structure 15 is arranged on the upper layer of the head part of the main deck structure 9, and a head ceiling deck structure 14 is arranged on the top layer of the driving deck structure 15; and inflatable rubber backing balls 4 are uniformly distributed on the outer side of the main ship body. The container ship adopting the structure can be used for the existing 2 ship-type units with the main dimension of 105m long by 16.3m wide to form a one-lock three-ship lock-in fleet. And further, the traffic capacity of the three gorges ship lock is maximized.

Further, the basic dimensions of the main hull are: 155m × 32.6m wide; and the total height of the main ship body is below 17 m. By adopting the novel hull structure of 155m multiplied by 32.6m, the container can be suitable for the direct transportation of the container from the sea to the river, and various combined lockage can be formed after combination, thereby increasing the navigation capability.

Further, a tail side thruster 11 for laterally thrusting the tail of the whole main hull is arranged on one side of the tail of the main hull; a head side thruster 12 for side thrusting the whole head of the main hull is installed at one side of the head of the main hull. The tail side thruster 11 and the head side thruster 12 can facilitate the reversing of the main ship body, thereby enhancing the maneuverability of the main ship body.

Further, the bilge structure 1 comprises side ballast tanks 101 which are positioned at two sides of the main hull, bottom ballast tanks 102 are arranged between the side ballast tanks 101, one side ballast tank 101 adopts a fresh water tank 105, and a nose tank 104 and a free tank 103 are arranged at one side of the head of the bilge structure 1. By using the bilge structure 1 described above, it is possible to support the entire hull.

Further, the double-layer bottom empty cabin structure 2 comprises a tail ballast cabin 201, a tail empty cabin 202 and a cabin 203 which are positioned at the tail part of the ship body; the middle part of the double-layer bottom empty cabin structure 2 is provided with evenly distributed cargo holds 204, one side of the head part of the double-layer bottom empty cabin structure 2 is provided with an emergency fire pump cabin 205, and two sides of the head part of the double-layer bottom empty cabin structure 2 are provided with anchor chain cabins 206. Can be used for the pair by adopting the double-layer bottom empty cabin structure 2

Further, the low mooring platform structure 3 comprises a low mooring platform 307, low mooring bollards 308 for low mooring are arranged on two sides of the low mooring platform 307, and a first toilet bath room 301, a first crew room 302, a turbine long room 303, an emergency power distribution room 304, a storage battery room 305 and a first carbon dioxide room 306 are arranged at the tail of the low mooring platform structure 3; the head of the lower mooring platform structure 3 is provided with a kitchen 313, a restaurant 311, a storage room 312, a multi-purpose hall 310 and a second carbon dioxide room 309. The low mooring platform structure 3 described above can be used to achieve low mooring.

Further, a ventilation mast 902 and a self-service LNG fuel tank 901 are disposed on one side of the tail portion of the main deck structure 9, and high-level mooring posts 903 are disposed on both sides of the main deck structure 9. The self-service LNG fuel tank 901 can use new energy as power.

Further, a fuel oil daily cabin 601, a dirty oil water cabin 602 and a lubricating oil cabin 603 are arranged in the rudder cabin structure 6; machine hatches 604 are arranged on two sides of the rudder cabin structure 6; the tail of the rudder cabin structure 6 is provided with a domestic sewage storage cabin 605, a spare part cabin 606 and a rudder cabin 607. The rudder engine room structure 6 can be used for mounting and fixing equipment such as a steering engine.

Further, a gravity cabinet 1401 is arranged on the overhead shed deck structure 14; can be used with the gravity tank 1401 described above

Further, the driving deck structure 15 adopts a circular arc driving deck, and the walkways all around are completely open and respectively from right to left: bathroom, downstairs, upstairs, second crew room 1502, middle longitudinal aisle and captain 1501; a cab 1503 is provided in the middle of the head of the cab deck structure 15. The driver can conveniently operate the driving deck structure 15.

Further, the propeller power device 7 adopts a tail engine type, double engines, a double-shaft system and a double-screw propeller ship, the propulsion device adopts two marine LNG/diesel dual-fuel medium-speed diesel engines 701, and two fixed-pitch propellers 704 are driven by two reduction gear boxes 702 and a transmission shaft system 703; the fixed-pitch propeller 704 adopts a nickel-aluminum-bronze four-blade high-efficiency propeller; the propeller power unit 7 can be used to provide power for the ship to travel.

Furthermore, the rudder equipment 8 adopts two streamline suspension flap rudders, and an energy-saving rudder ball energy-saving rectifying fin is arranged on a rudder blade; two electric hydraulic steering engines are adopted as the steering engines, the two steering engines run synchronously, and no connecting rod is arranged for synchronization. Steering can be achieved by the rudder apparatus 8 described above.

Example 2:

1. the application of the ship body is as follows: the ship is a river-sea direct open container ship, mainly carries standard containers, and is constructed to load 20 'and 40' containers in a cargo hold.

2. The main parameters are as follows: the total length is as follows: 155.00 m; the water line length is as follows: 154.866 m; the length between the vertical lines is as follows: 151.80 m; the shape width: 32.56 m; and (3) depth of form: 11.00 m; designing draft: 6.80 m; rib distance: 0.511 m; crew: 18 persons; carrying cargo: 27000.0 t.

3. Performance:

speed of flight: when the design draught is 6.80m, the ship body is in a smooth and pollution-free state, and in a calm deep water area with wind power less than three-level Typha wind level, the test-voyage speed is 20.0 km/h when the host machine generates the maximum continuous power and the rated rotating speed.

Endurance: the endurance of the ship is 168 hours according to the full-load sailing behavior; the fuel oil is 180 t, 1 LNG fuel tank with 80 cubic meters is provided, and 298t fresh water is provided.

Stability: the ship stability meets the requirements of the legal inspection and temporary rules of ship direct from river to sea on a specific route (2017 modification notice) on an open container ship.

Floating state: the ship is in a floating state basically floating in a full-load departure design.

Maneuverability: the ship is provided with 2 streamline flapped rudders, the head part is provided with 1 side thruster, the tail part is provided with 1 side thruster, and the full-speed rotation diameter is about 1 time of the ship length.

Freeboard: the ship has a freeboard of 4.2m, and meets the requirements of the statutory inspection temporary rule of a special route Jianghai direct ship (2017 modification report) on an open container ship.

4. The ship type and the structure form are as follows:

the ship type: the ship is a container ship with two engines, two propellers, two rudders, a stern engine, a bulb bow, an open cargo hold and a head cab, is provided with a streamline suspension flap rudder and a head-tail side thruster, and is suitable for the requirements of economic operation of each port of a specific 1-1/1-2 airline in Yangtze river main lines and east sea areas.

The structural form is as follows: the ship is of an all-electric welding steel structure, and the cargo hold area is of a double-bottom and double-side longitudinal framework type. The cabin is provided with a double-layer bottom at a position 1050 away from the base line, the head and the tail of the cabin are single-bottom single-side single decks, the ship bottom and the ship side are in a transverse framework type, and the main deck is in a longitudinal framework type. The whole ship is provided with 12 transverse bulkheads and 2 longitudinal bulkheads (inner side walls).

5. Welding:

the flat welding, the vertical fillet welding, the flat fillet welding, the transverse welding and the overhead welding in the ship structure adopt manual arc welding or gas shielded welding CO 2; the jointed board adopts submerged arc welding for the joint. The related requirements are described in the specification of welding modes and specifications.

Example 3:

according to the characteristics of the large-scale and high-power main engine of the ship type, the following special designs are adopted:

1. in order to be suitable for the direct arrival of the river and the sea, a main deck mooring platform and a low-position mooring platform are designed, when the ship enters the three gorges ship lock, a mooring pile with the low-position mooring platform is used for mooring, and a self-rolling inflatable leaning ball is arranged to be suitable for mooring in the three gorges ship lock.

2. Maneuverability is a particular consideration of the design, with good maneuverability provided by the provision of a side thruster at each of the bow and stern.

3. The total height of the ship is controlled below 17m above a full waterline in order to have no obstacle to a long river bridge and a three gorges ship lock.

4. In order to meet the requirements related to environmental protection laws and regulations, the LNG/diesel dual-fuel power is adopted by the ship.

5. The energy-saving technology is adopted, and mainly comprises a water power paddle, a rudder energy-saving device and a large-side inclined paddle front guide fin.

6. The tail shaft and the tail pipe are installed by adopting the patented technology, so that the shafting alignment precision and strength can be ensured, and the method is suitable for the installation and popularization of the inland high-power ship shafting.

Claims (10)

1. A container ship for direct arrival at the river and the sea is characterized in that: the ship comprises a main ship body, wherein the main ship body comprises a bilge structure (1) positioned at the bottom layer, the upper layer of the bilge structure (1) is a double-layer bottom empty cabin structure (2), the upper layer of the double-layer bottom empty cabin structure (2) is a low-position mooring platform structure (3), the upper layer of the low-position mooring platform structure (3) is a main deck structure (9), and a rudder cabin structure (6) is arranged on one side of the head part of the main deck structure (9); a propeller power device (7) and rudder equipment (8) are arranged in the rudder cabin structure (6); a tail ceiling deck structure (10) is arranged on the upper layer of the tail part of the main deck structure (9), a driving deck structure (15) is arranged on the upper layer of the head part of the main deck structure (9), and a head ceiling deck structure (14) is arranged on the top layer of the driving deck structure (15); the outer side of the main ship body is uniformly provided with inflatable rubber leaning balls (4).

2. The container ship for direct arrival at river or sea according to claim 1, wherein: the basic dimensions of the main hull are: 155m × 32.6m wide; and the total height of the main ship body is below 17 m.

3. The container ship for direct arrival at river or sea according to claim 1, wherein: a tail side thruster (11) for laterally thrusting the tail of the whole main hull is arranged on one side of the tail of the main hull; one side of the head of the main hull is provided with a head side thruster (12) for laterally thrusting the whole head of the main hull.

4. The container ship for direct arrival at river or sea according to claim 1, wherein: the bilge structure (1) comprises side ballast tanks (101) positioned on two sides of a main ship body, a bottom ballast tank (102) is arranged between the side ballast tanks (101), one side ballast tank (101) adopts a fresh water tank (105), and a nose tank (104) and a head tank (103) are arranged on one side of the head of the bilge structure (1).

5. The container ship for direct arrival at river or sea according to claim 1, wherein: the double-layer bottom empty tank structure (2) comprises a tail ballast tank (201) positioned at the tail part of the ship body, a tail empty tank (202) and a cabin (203); the middle part of the double-layer bottom empty cabin structure (2) is provided with evenly distributed cargo holds (204), one side of the head part of the double-layer bottom empty cabin structure (2) is provided with an emergency fire pump cabin (205), and two sides of the head part of the double-layer bottom empty cabin structure (2) are provided with anchor chain cabins (206).

6. The container ship for direct arrival at river or sea according to claim 1, wherein: the low-position mooring platform structure (3) comprises a low-position mooring platform (307), low-position mooring bollards (308) for low-position mooring are arranged on two sides of the low-position mooring platform (307), and a first toilet room (301), a first crew room (302), a turbine long room (303), an emergency power distribution room (304), a storage battery room (305) and a first carbon dioxide room (306) are arranged at the tail part of the low-position mooring platform structure (3); the head of the low mooring platform structure (3) is provided with a kitchen (313), a dining room (311), a storeroom (312), a multifunctional hall (310) and a second carbon dioxide room (309).

7. The container ship for direct arrival at river or sea according to claim 1, wherein: one side of the tail part of the main deck structure (9) is provided with a ventilating mast (902) and a self-service LNG fuel tank (901), and two sides of the main deck structure (9) are provided with high-level mooring posts (903).

8. The container ship for direct arrival at river or sea according to claim 1, wherein: a fuel oil daily cabin (601), a sump oil water cabin (602) and a lubricating oil cabin (603) are arranged in the rudder cabin structure (6); machine hatches (604) are arranged on two sides of the rudder cabin structure (6); the tail part of the rudder cabin structure (6) is provided with a domestic sewage storage cabin (605), a spare part cabin (606) and a rudder cabin (607).

9. The ship as claimed in claim 1, wherein: a gravity cabinet (1401) is arranged on the overhead shed deck structure (14);

the driving deck structure (15) adopts an arc driving deck, the walkways on the periphery are all communicated, and a toilet bathroom, a downstairs room, an upstairs room, a second crew room (1502), a middle longitudinal channel and a captain room (1501) are respectively arranged from right to left; a cab (1503) is provided in the middle of the head of the cab deck structure (15).

10. The container ship for direct arrival at river or sea according to claim 1, wherein: the propeller power device (7) adopts a tail engine type, a double engine, a double shaft system and a double-screw propeller ship, the propulsion device adopts two marine LNG/diesel dual-fuel medium-speed diesel engines (701), and two fixed-pitch propellers (704) are driven by two reduction gear boxes (702) and a transmission shaft system (703); the fixed-pitch propeller (704) adopts a nickel-aluminum bronze four-blade high-efficiency propeller;

the rudder equipment (8) adopts two streamline suspension flap rudders, and the rudder blade is provided with an energy-saving rudder ball energy-saving rectifying fin; two electric hydraulic steering engines are adopted as the steering engines, the two steering engines run synchronously, and no connecting rod is arranged for synchronization.

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