CN219277737U - Independent C-shaped cargo tank containment system - Google Patents
Independent C-shaped cargo tank containment system Download PDFInfo
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- CN219277737U CN219277737U CN202223579714.1U CN202223579714U CN219277737U CN 219277737 U CN219277737 U CN 219277737U CN 202223579714 U CN202223579714 U CN 202223579714U CN 219277737 U CN219277737 U CN 219277737U
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Abstract
The utility model relates to an independent C-shaped cargo tank containment system, which is characterized in that under the view angle of the cross section of a C-shaped cargo tank, a four-body tank is divided into four tank body units: lower left tank valve, lower right tank valve, upper left tank valve and upper right tank valve; adjacent tank units are separated by a mediastinum plate; the outer edges of the four tank units are arc-shaped, the left lower valve of the tank is symmetrical left and right with the right lower valve of the tank, the volume is larger, and the radius is R1; the left upper valve of the tank body and the right upper valve of the tank body are bilaterally symmetrical and have smaller volume, and the radiuses are R2; r1 is not less than R2; the distance d between the circle centers of the left lower valve of the tank body and the left upper valve of the tank body is not more than R2; the distance between the center and the center of the lower left lobe of the tank body is smaller than R1, and the distance between the center and the center of the upper left lobe of the tank body is smaller than R2.
Description
Technical Field
The utility model relates to an independent C-shaped cargo tank containment system, and belongs to the technical field of C-shaped cargo tanks.
Background
The International Maritime Organization (IMO) has clearly defined the function and definition of a C-type independent storage tank (hereinafter referred to as "C-type tank") in its international bulk transport liquefied gas vessel construction and equipment regulations (hereinafter referred to as IGC regulations) and international safety regulations for vessels using gas or other low flash point fuels (hereinafter referred to as IGF regulations). The C-shaped cabin is widely applied to the middle and small liquefied gas carrier type, has mature technology, has functions of transporting liquefied gas, is also used as a liquefied gas fuel cabin and the like, and loads liquefied gas including Liquefied Natural Gas (LNG), liquid ammonia fuel (NH 3), liquefied Ethylene Gas (LEG) and the like. The C-type independent cargo tank is used as a horizontal pressure vessel, and its tank type can be generally divided into a single tank, a double tank and a triple tank, as shown in fig. 1. The disadvantage is that when the tank hold requirement is large, the hold requirement is large in the main scale of the ship body or the space occupied by the ship body when the ship body is used as a fuel hold, and the loading of cargoes is affected.
The closest prior art C-type independent pod is currently a three-body tank, as shown in fig. 1.
Disclosure of Invention
Based on the functions and definitions of the IMO C-shaped cabin, the utility model creatively provides a four-body tank, better solves the problem of the utilization rate of the cabin capacity of the C-shaped cabin, and can respectively improve the cabin capacity by about 20 percent and 10 percent under the same main scale compared with a two-body tank and a three-body tank, thereby greatly improving the cabin capacity utilization rate and economy of the ship and improving the competitive capacity of the ship.
The utility model adopts the following technical scheme:
an independent C-shaped cargo tank containment system is characterized in that under the view angle of the cross section of a C-shaped cargo tank, four-body tanks are divided into four tank body units: a tank left lower valve 1, a tank right lower valve 2, a tank left upper valve 3 and a tank right upper valve 4; adjacent tank units are separated by a mediastinum plate; the outer edges of the four tank units are arc-shaped, the left lower tank valve 1 and the right lower tank valve 2 are bilaterally symmetrical, have large volumes and have the radius of R1; the tank body left upper lobe 3 and the tank body right upper lobe 4 are bilaterally symmetrical and have smaller volume, and the radiuses are R2; r1 is not less than R2; the distance d between the circle centers of the left lower valve 1 of the tank body and the left upper valve 3 of the tank body is not more than R2; the distance between the center lines of the centers of the lower left petals 1 of the tank body is smaller than R1, and the distance between the center lines of the centers of the upper left petals 3 of the tank body is smaller than R2.
Preferably, the mediastinum board includes jar internal left longitudinal baffle 5, jar internal right longitudinal baffle 6, jar internal lower longitudinal baffle 7 and jar internal upper longitudinal baffle 8, strengthens jar internal four lamella shell's Y type junction position.
Further, the left longitudinal baffle 5 in the tank body and the right longitudinal baffle 6 in the tank body are non-watertight baffles; the lower longitudinal baffle 7 in the tank body and the upper longitudinal baffle 8 in the tank body are the upper end and the lower end of the same longitudinal cabin wall plate.
Furthermore, the lower longitudinal baffle 7 in the tank body is set as a watertight baffle, and the upper longitudinal baffle 8 in the tank body is a non-watertight baffle; the watertight height of the lower longitudinal baffle plate 7 in the tank body is not less than the calculation requirement of the stability of the ship.
Further, the included angle phi between the left longitudinal baffle plate 5 in the tank body and the upper longitudinal baffle plate 8 in the tank body is not smaller than 60 degrees.
Preferably, the lowest end of the four-body tank is provided with a liquid collecting trap 9 which is bilaterally symmetrical, and the top end of the four-body tank is provided with an air chamber 12 which is bilaterally symmetrical so as to facilitate filling and unloading of liquid cargoes and arranging a channel into the tank body; the outside of the four-body tank is provided with an insulating layer to reduce the evaporation rate of cargoes and protect the ship structure from brittle failure under the condition of low temperature.
Preferably, the four-body tank is provided with two independent tank saddle structures 13 for supporting the weight of the tank and the goods, the tank saddle structure 13 at one end is in a sliding type, and the tank saddle structure 13 at the other end is in a fixed type; each tank saddle structure 13 is composed of saddle panels, saddle webs and longitudinal toggle plates arranged along the radial direction, and dynamic and static loads of the tank are transferred into a ship body double-layer bottom structure 14, a ship body hypotenuse cabin structure 15, a broadside structure 16 and a top cabin structure 17 of the ship body through tank body supporting wooden blocks 19 and epoxy.
Further, a floating stopping device 10 is arranged above the liquid tank saddle structure 13 of each four-body tank to resist the load generated by floating the four-body tank under the condition that water is accidentally fed to the ship; the load on the tank is transferred to the roof side tank structure 17 and the raised deck structure 18 by the anti-float device 10.
The utility model has the beneficial effects that:
1) Compared with a double-body tank and a triple-body tank, the ship can respectively improve the bilge by about 20% and 10% under the same main scale, greatly improve the bilge utilization rate and economy of the ship, and improve the competitive power of the ship.
2) The C-type independent tank liquid cargo system is applied to medium and large liquefied gas ships, has the characteristics of safety, reliability and convenience in construction, and saves the cost of a ship factory.
Drawings
Fig. 1 is a typical C-type cabin structural form at present.
Fig. 2 is a side view of a four-body tank in accordance with the present utility model.
Fig. 3 is a transverse view of a four-body tank in accordance with the present utility model.
Fig. 4 is a schematic view of the hull structure and tank matching in the present utility model.
Fig. 5 is a schematic view of the tank wood block and hull saddle structure.
In the figure, 1 jar of body left side lamella, 2 jar of body right side lamella, 3 jar of body left side lamella, 4 jar of body right side lamella are 5 jar internal left longitudinal baffle plates, 6 jar internal right longitudinal baffle plates, 7 jar internal lower longitudinal baffle plates, 8 jar internal upper longitudinal baffle plates, 9 liquid collecting well, 10 end the device that floats, 11 jar body insulating layer, 12 air chambers, 13 fluid reservoir saddle structures, 14 hull double bottom structure, 15 hull hypotenuse cabin structure, 16 broadside structure, 17 roof side cabin structure, 18 protruding deck structure, 19 jar body support wood piece.
Detailed Description
The utility model will be further described with reference to the drawings and specific examples.
As shown in fig. 2 to 3, the tank body left lower lobe 1, the tank body right lower lobe 2, the tank body left upper lobe 3 and the tank body right upper lobe 4 form a tank body shell of the four-body tank, and the tank body left lower lobe 1 is symmetrical left and right with the tank body right lower lobe 2, and the tank body left upper lobe 3 is symmetrical left and right with the tank body right upper lobe 4 respectively.
The radius R1 of the left lower tank valve 1 and the right lower tank valve 2 is not smaller than the radius R2 of the left upper tank valve 3 and the right upper tank valve 4, so that the whole four-body tank structure is kept small and big at the top. The distance d between the circle centers of the left lower valve 1 of the tank body and the left upper valve 3 of the tank body is not more than R2. The distance between the center lines of the centers of the lower left petals 1 of the tank body is smaller than R1, and the distance between the center lines of the centers of the upper left petals 3 of the tank body is smaller than R2.
Referring to fig. 3, the four-body tank is internally provided with a left longitudinal baffle 5 in the tank body, a right longitudinal baffle 6 in the tank body, a lower longitudinal baffle 7 in the tank body and an upper longitudinal baffle 8 in the tank body, so that the Y-shaped joint position of the four-flap shell of the tank body is reinforced, and the structural strength and fatigue requirements of the tank body are better met. Typically, the left longitudinal baffle 5 in the tank body and the right longitudinal baffle 6 in the tank body are non-watertight baffles. The upper longitudinal baffle 7 in the tank body and the upper longitudinal baffle 8 in the tank body are the upper end and the lower end of the same longitudinal cabin wall plate, the upper longitudinal baffle 7 in the tank body and the lower longitudinal baffle 7 in the tank body are watertight baffles in consideration of the stability requirement of the ship, the upper longitudinal baffle 8 in the tank body is non-watertight baffles, and the watertight height of the longitudinal baffles is not less than the stability calculation requirement of the ship. The included angle phi between the left longitudinal baffle plate 5 in the tank body and the upper longitudinal baffle plate 8 in the tank body is not less than 60 degrees.
With continued reference to fig. 3, the four-body tank is provided with a laterally symmetrical liquid trap 9 at the lowest end and a laterally symmetrical air chamber 12 at the top end to facilitate filling and unloading of liquid cargo, and to arrange a channel into the tank, etc. The outside of the four-body tank is provided with an insulating layer to reduce the evaporation rate of cargoes and protect the ship structure from brittle failure under the condition of low temperature.
As shown in fig. 4 and 5, each four-body tank is provided with two independent tank saddle structures 13 to support the weight of the tank itself and the cargo, the saddle at one end is provided in a sliding type, and the saddle at the other end is provided in a fixed type. Each tank saddle structure 13 is composed of saddle panels, saddle webs and longitudinal toggle plates arranged along the radial direction, and dynamic and static loads of the tank are effectively transferred to the ship body structures such as a ship body double-layer bottom structure 14, a ship body hypotenuse cabin structure 15, a side structure 16, a top side cabin structure 17 and the like of the ship body through tank body supporting wooden blocks 19 and epoxy.
In combination with fig. 3 and 4, a floating stop device 10 is arranged above the liquid tank saddle structure 13 of each four-body tank, so that the load generated by floating the four-body tank under the condition of unexpected water inflow of a ship is effectively resisted, the load born by the tank body is transferred to a top side cabin structure 17 and a raised deck structure 18 through the floating stop device 10, and enough structural reinforcement is considered to protect the structural safety of the ship body.
The independent C-shaped cargo tank enclosure system of the embodiment adopts four tanks of lower left, upper left, lower right and upper right to form a shell; the left and right petals are symmetrical; the Y-shaped joints among the petals are mutually supported by adopting longitudinal partition plates; the upper part of the middle longitudinal partition plate is set to be non-watertight, the lower half part is set to be watertight, and the left longitudinal partition plate and the right longitudinal partition plate are both non-watertight.
Compared with a double-body tank and a triple-body tank, the ship can respectively improve the bilge by about 20% and 10% under the same main scale, greatly improve the bilge utilization rate and economy of the ship, and improve the competitive power of the ship. The C-type independent tank liquid cargo system is applied to medium and large liquefied gas ships, has the characteristics of safety, reliability and convenience in construction, and saves the cost of a ship factory.
The foregoing is a preferred embodiment of the present utility model, and various changes and modifications may be made therein by those skilled in the art without departing from the general inventive concept, and such changes and modifications should be considered as falling within the scope of the claimed utility model.
Claims (8)
1. An independent C-type cargo tank containment system, characterized in that:
under the view angle of the cross section of the C-shaped cargo tank, the four-body tank is divided into four tank body units: a tank body left lower valve (1), a tank body right lower valve (2), a tank body left upper valve (3) and a tank body right upper valve (4);
adjacent tank units are separated by a mediastinum plate;
the outer edges of the four tank body units are arc-shaped, the left lower tank body valve (1) and the right lower tank body valve (2) are bilaterally symmetrical, the volume is large, and the radius is R1; the left upper valve (3) of the tank body is bilaterally symmetrical to the right upper valve (4) of the tank body, the volume is smaller, and the radiuses are R2;
r1 is not less than R2;
the distance d between the circle centers of the left lower valve (1) of the tank body and the left upper valve (3) of the tank body is not more than R2; the distance between the center lines of the centers of the lower left petals (1) of the tank body is smaller than R1, and the distance between the center lines of the centers of the upper left petals (3) of the tank body is smaller than R2.
2. The self-contained C-tank containment system of claim 1, wherein: the longitudinal diaphragm comprises a left longitudinal baffle (5) in the tank body, a right longitudinal baffle (6) in the tank body, a lower longitudinal baffle (7) in the tank body and an upper longitudinal baffle (8) in the tank body, and the Y-shaped joint position of the four-piece shell of the tank body is reinforced.
3. The self-contained C-tank containment system of claim 2, wherein: the left longitudinal baffle plate (5) and the right longitudinal baffle plate (6) in the tank body are non-watertight baffle plates; the upper and lower longitudinal partition plates (7) and the upper longitudinal partition plates (8) in the tank body are the upper and lower ends of the same longitudinal cabin wall plate.
4. The self-contained C-tank containment system of claim 3, wherein: the lower longitudinal baffle (7) in the tank body is a watertight baffle, and the upper longitudinal baffle (8) in the tank body is a non-watertight baffle; the watertight height of the lower longitudinal baffle plate (7) in the tank body is not less than the calculation requirement of the stability of the ship.
5. The self-contained C-tank containment system of claim 3, wherein: the included angle phi between the left longitudinal baffle plate (5) in the tank body and the upper longitudinal baffle plate (8) in the tank body is not smaller than 60 degrees.
6. The self-contained C-tank containment system of claim 1, wherein: the lowest end of the four-body tank is provided with a liquid collecting trap (9) which is bilaterally symmetrical, and the top end of the four-body tank is provided with an air chamber (12) which is bilaterally symmetrical so as to facilitate filling and unloading of liquid cargoes and arranging a channel entering the tank body; the outside of the four-body tank is provided with an insulating layer to reduce the evaporation rate of cargoes and protect the ship structure from brittle failure under the condition of low temperature.
7. The self-contained C-tank containment system of claim 1, wherein: the four-body tank is provided with two independent liquid tank saddle structures (13) for supporting the weight of the liquid tank and cargoes, the liquid tank saddle structure (13) at one end is arranged in a sliding mode, and the liquid tank saddle structure (13) at the other end is arranged in a fixed mode; each liquid tank saddle structure (13) is composed of saddle panels, saddle webs and longitudinal toggle plates which are arranged along the radial direction, and dynamic and static loads of the liquid tanks are transferred into a ship body double-layer bottom structure (14), a ship body hypotenuse cabin structure (15), a side structure (16) and a top side cabin structure (17) of the ship body through tank body supporting wooden blocks (19) and epoxy.
8. The self-contained C-tank containment system of claim 7, wherein: a floating stopping device (10) is arranged above the liquid tank saddle structure (13) of each four-body tank so as to resist the load generated by floating the four-body tank under the condition of unexpected water inflow of a ship; the load borne by the tank body is transferred to the roof side cabin structure (17) and the raised deck structure (18) through the anti-floating device (10).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223579714.1U CN219277737U (en) | 2022-12-31 | 2022-12-31 | Independent C-shaped cargo tank containment system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223579714.1U CN219277737U (en) | 2022-12-31 | 2022-12-31 | Independent C-shaped cargo tank containment system |
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| Publication Number | Publication Date |
|---|---|
| CN219277737U true CN219277737U (en) | 2023-06-30 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223579714.1U Active CN219277737U (en) | 2022-12-31 | 2022-12-31 | Independent C-shaped cargo tank containment system |
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| Country | Link |
|---|---|
| CN (1) | CN219277737U (en) |
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2022
- 2022-12-31 CN CN202223579714.1U patent/CN219277737U/en active Active
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