EP3878729A1 - Ship - Google Patents

Abstract

The invention relates to a ship, in particular an inland cargo ship or an inland tanker, which is suitable for shallow water travel. The construction principle takes into account the provision of side cells or buoyancy bodies on both sides of the cargo holds and cargo tanks, with the ship's floor underneath the cargo area being designed as a double floor, while in the area of the side cells or buoyancy bodies the floor is provided as a single floor. With these measures, a relatively shallow draft of the ship is achieved.

Description

The invention relates to a ship, in particular an inland cargo ship or inland tanker, according to the preamble of claim 1.

Ships and inland vessels, which are addressed here, are suitable for sea or coastal travel or inland waters and can be container ships, bulk carriers and in particular inland tankers, which usually have a foredeck, a loading area and a stern as well as other superstructures, rooms and equipment that determine the type of ship. Especially for an inland tanker, the corresponding hull is designed as a double hull in cross section at least in the loading area.

Inland cargo ships are usually used to supply industrial plants located on waterways and in particular larger rivers with the required goods, for example bulk goods, liquids, fuels and general cargo.
In these areas and tasks, inland cargo ships are an important means of transport for the corresponding industrial plants and power plants. In order to guarantee the security of supply for such systems, the aspect must be taken into account, among other things, that inland cargo ships can handle their transports even when the water is low on rivers and other shallow waterways.

It is therefore the object of the invention to create a ship, in particular an inland cargo ship, with shallow water properties that can also operate at low water can carry out the necessary transports on navigable rivers or on shallow waterways.

This object is achieved in a ship, in particular an inland cargo ship, according to the preamble of claim 1 by means of the features of the characterizing part.

It is provided that along the cargo area in which cargo holds and / or cargo tanks are present, side cells or buoyancy bodies are provided on both sides of the cargo holds and cargo tanks, with the ship floor in the cargo area also being designed as a double floor for a double hull of the ship, and in the Area of the side cells of the bottom of the hull is provided as a single bottom or as an underside of the float.

An essential idea of the invention can therefore be seen in achieving an increase in the displacement of the hull with regard to a shallower draft, this being achieved by the side cells or corresponding buoyancy bodies present on both sides of the loading area and a weight-optimized construction of the hull being provided the ship's floor in the loading area is designed as a double floor and is intended as a single floor in the area of the side cells.
The side cells are primarily used as empty cells. In the case of one or more floats instead of side cells, the underside of the float serves as a single bottom.
With this measure, an additional buoyancy for the hull and the ship is achieved.

In this way, a U-shaped double hull can be created for an inland cargo ship and especially an inland tanker, with the floor under the cargo area and especially the cargo tanks being implemented as a double floor and the side cells provided on both sides of the cargo area form a connection with the double floor standing single bottom, double walls of the U-shaped double shell protruding upwards.

The side cells are usually integrated, formed at least in the cargo area of the hull and are used as empty cells, especially when sailing in shallow water operated, whereby the buoyancy of the inland cargo ship is improved and a relatively shallow draft of the ship is achieved in this way.

If buoyancy bodies are used instead of the side cells, these can also be integrated, that is to say rigidly and rigidly connected to the rest of the hull. The buoyancy bodies, which can be implemented as solid bodies or hollow bodies, can in particular be formed from a foam-like material with an internal reinforcement structure, such as, for example, the DE 103 32 087 B3 shows.
In this way, the buoyancy bodies can be provided such that they can be coupled to the hull, in particular in the loading area. The connectability and detachability of such buoyancy bodies therefore makes it possible to retrofit conventional inland cargo ships for certain journeys in shallow water areas and to provide this only temporarily if, for example, low water requires this measure.

A further constructive improvement of the inland cargo ship, with a view to optimizing the weight of the ship, provides for the height of the side cells or the height of the floats to be lower than the height of the holds and / or cargo tanks in the cargo area. This creates a lower gangway on both sides compared to the hull height of the holds and cargo tanks.

By means of the side cells, a wider U-shaped double hull is created in the cross section of the ship than is the case with previous type C tank motor ships for inland waters, which have to observe the regulations according to ES-TRIN and ADN-Code. An inland cargo ship according to the invention can therefore, seen in cross section, have side cells integrated with the loading area, which in particular have a ratio to half the width of the loading area (B _L ) of approx.
1/2 B _L : Bs = approx. 1.4: 1 to approx. 4: 1, are designed,
where B _{S is} the width of a side cell.

An inland cargo ship designed in this way can, for example, have a total width of approx. 17.5 m in cross section through its two outer side cells and the cargo holds or cargo tanks arranged inside, with each side cell can have a width of approx. 3.5 m.
Especially in inland tankers, especially for fuels, chemicals or other liquid products, the side cells also serve as security against side collisions and leaks in the event of damage.

Structurally, the hull is advantageously provided with cross braces which, in conjunction with further structural elements for the side cells, make it possible that little or no forces are transmitted into the area of the side cells.

The cross bracings can therefore, together with the deck and floor panels arranged over the length of the ship and the longitudinal structures acting therein, produce the longitudinal strength of the ship.

The inland cargo ship is expediently designed in such a way that the respective width of the side cells or the buoyancy bodies is determined by the target payload to be transported and the specified maximum draft of the inland cargo ship.

The required load-bearing capacity of the ship and the shallow water requirements to be met therefore essentially determine the structural design of the ship's double hull.

According to the invention, the floor structure of the side cells is to be implemented as a light, open construction in transverse or longitudinal frame construction, i.e. the double floor required by the rules is only continuous in the area of the cargo tanks and the side structure primarily serves as a hollow body to enlarge the Displacement and thus to achieve a shallower draft.

If shallow water requirements with a shallow draft of the ship cannot be taken into account, the side cells can also be used as ballast tanks to achieve greater drafts, for example because of wind drift, better sea behavior and to achieve better propeller efficiency.
If the tank volume is clearly defined or specified, for example according to the ADN Code (regulations for dangerous goods on inland waterways), the cargo tanks are each set on a square base area of approx. 10 x 10 m as part of the weight-optimized design of an inland tanker, so that the load transfer behavior of the loads from the individual tanks is fundamentally more favorable than, for example, with conventional inland tankers due to the boost pressure transferred to the square area.

If frequent product changes have to be taken into account for the goods to be transported by inland tanker, the installation of tank washing systems appears expedient.

The drive for a stressed ship, in particular an inland cargo ship, can expediently have several propellers, in particular three propellers, in nozzles and / or flex tunnels (for example from DAMEN, NL), whereby this can optionally be combined with double rudder systems on the outer propellers. With these measures propulsion-improving properties, higher safety and improved control possibilities of the ship are achieved.

For an inland tanker claimed with this application, cargo tanks that are primarily firmly integrated in the hull are provided. The inland tanker can, however, also be constructed in such a way that mobile, separate cargo tanks can be inserted into and lifted out of the cargo holds, so that stowing and discharging the corresponding liquids require different logistics than permanently integrated cargo tanks in the ship.

The inner walls of the cargo tanks are expediently kept smooth and without disruptive reinforcements or attachments, so that an improved possibility of cleaning can be carried out before a product change.

With regard to the propulsion of the ship, a stressed inland cargo ship can be designed, for example, with four generator sets that act on three fixed propellers or controllable pitch propellers or other types of propulsion by means of a power management system (PMS).
A direct mechanical drive by means of prime movers or an electric drive is also possible.
One or more shafts with propellers could also be designed so that they can be lowered, so that improvements in the propulsion efficiency can be achieved when traveling in deep water.

The concept of the invention is independent of the type of drive that is selected for a corresponding inland cargo ship. In particular, a drive by means of a revolving leaf chain, by means of paddle wheels or worms, can also be selected for the hull of a cargo ship suitable for shallow water journeys.

The leaf chain can preferably be arranged in the central area of the hull, for example in a shaft, and in terms of drive runs in particular over, for example, two deflection rollers that are driven by means of hub motors. Here, the leaf chain can act like a revolving conveyor belt, from which the corresponding leaves or plates protrude approximately perpendicular to it and engage in a water bed in the lower floor area of the hull in order to move the ship. The water level in such a water bed can be kept constant, for example, by means of air pressure, the depth of the water level roughly corresponding to the height of the leaves. The inflow of water into the bottom water bed of the ship can be regulated by means of a tunnel.

Drives via navigators and outboard motors could also be used in the concept according to the invention. A drive using electric motors is also conceivable.
Additional devices and maneuvering devices for propelling and stopping a ship can also be integrated in an inland cargo ship according to the invention.
The arrangement of the ship's bridge and living quarters can be provided in any position and according to the expediency.

For example, CFD methods (methods of numerical fluid dynamics) can also be used to improve and optimize the shape of the hull.

Depending on the products to be transported, such as fuels or chemicals, the cargo tanks can be made of metal or plastic materials.

In particular when using mobile transport containers or cargo tanks and preferably square shaped cargo or tank spaces, which can be designed with or without hatch covers, these cargo or tank spaces represent normal Dry freight compartments, in which the inventive concept can also be implemented.

In principle, the inventive concept of a U-shaped double hull can also be used on other ships and hulls and not only on inland ships.
The concept can also be implemented for barges and floating storage systems, for example.

When implementing the inventive concept in an inland cargo ship, for example, with a maximum width of the ship in the range of 15 m to 18 m and a ship length of approx. 100 m to 130 m, taking into account payloads of approx. 400 t to approx. 600 t a maximum draft of the ship in the range of 1.2 m to 2 m can be achieved.
Corresponding side cells can, for example, have a width in the range from 2.5 m to 3.5 m.

Fig. 1

einen Längsschnitt durch ein Binnentankschiff mit durch zwei quer verlaufende Schnittlinien gekürzter Länge;

Fig. 2

einen horizontalen Schnitt, verkürzt, durch das Schiff nach Fig. 1 in einer Decksebene unterhalb des Hauptdecks;

Fig. 3

einen vertikalen Querschnitt längs der Schnittlinie A-A nach Fig. 2, wobei Ladetanks und beidseitige Seitenzellen erkennbar sind;

Fig. 4

einen vereinfachten vertikalen Schnitt ähnlich wie in Fig. 3 durch eine Schiffshälfte, und

Fig. 5

einen vergleichbaren Schnitt durch eine Binnentankschiff entsprechend Fig. 4 mit in der Höhe niedrigeren Seitenzellen und niedrigerem Gangbord.

The invention is explained in greater detail below essentially with the aid of two schematic examples. In the drawings show:

Fig. 1

a longitudinal section through an inland tanker with the length shortened by two transverse cutting lines;

Fig. 2

a horizontal cut, shortened, through the ship after Fig. 1 in a deck level below the main deck;

Fig. 3

a vertical cross section along the section line AA after Fig. 2 with cargo tanks and side cells on both sides visible;

Fig. 4

a simplified vertical section similar to in Fig. 3 through one half of the ship, and

Fig. 5

a comparable section through an inland tanker accordingly Fig. 4 with lower side cells and lower gangway.

In Fig. 1 an inland cargo ship 1 is shown in a schematic exemplary representation, which according to the other Figures 2 and 3 is designed as an inland tanker. The inland cargo ship 1 has a hull 4 with a foredeck 5 and a loading area 6 on. The loading area 6 is provided in particular in the central longitudinal area of the ship. Furthermore, the aft section of the stern 7 is shown with a bridge 20 and a living area 21 arranged below it, as well as an engine compartment 22 underneath.

The inland cargo ship 1, cut in length by two cutting lines, is according to Fig. 2 shown simplified with a horizontal section through the deck below the main deck. In the inner and middle area of the loading area 6 are after Fig. 2 approximately square cargo tanks 9 are arranged, with side cells 10 being arranged as empty cells on both sides of the ship. The side cells 10 therefore delimit the hull 4 to the outside.
In the right, front area of Fig. 2 the foredeck 5 is shown with the bow. The cut according to Fig. 2 shows in the aft ship 7 the engine compartment 22 with the main propeller 25 (dashed line) as well as two outer propellers 24 on both sides with a corresponding shaft for a drive motor 23 each Motor is assigned as an auxiliary motor or as an additional motor for the drive.

In Fig. 3 a cross-section through the inland tanker according to the section line AA is shown in a simplified representation. The example after Fig. 3 shows on both sides of the midship vertical 31 two cargo tanks 9, which are separated from one another by a tank partition 34. The ship floor 14 below the cargo tanks 9 is designed as a double floor 11, which is only provided below the cargo tanks 9. Side cells 10 are provided on both sides of the middle cargo tanks, which are integrated and rigidly connected to the transverse and longitudinal structures of the ship.
The bottom of these side cells 10 is designed as a single bottom 12, since the side cells 10 are driven in the usual way as empty cells and primarily serve to improve the buoyancy of the ship.

By means of the side cells 10, the underlying single floor 12 and the two double floors 11 adjoining below the cargo tanks 9, a U-shaped, wide double envelope 15 is created in the example shown, which meets the requirements for the transport of dangerous liquids such as fuels or chemicals Inland waters met.

The loading tanks 9 are usually also designed to be closed in the deck area, with a pipeline system 29 for loading and unloading liquids being indicated.

The width and height of the side cells 10, together with the rest of the ship's construction, particularly in the loading area, determine the carrying capacity and buoyancy of the ship.
The inventive concept, taking into account the previously briefly outlined construction of the U-shaped double hull 15 together with the cargo tanks 9 and the double bottom 11, enables inland cargo ships to be created that are also suitable for shallow water travel and transport at low tide.

The schematic vertical section according to Fig. 4 Over half the width of a ship, on the one hand, shows a cargo tank 9, which has a double floor 11 as a lower end towards the ship floor 14. The hull is delimited to the side by a side cell 10 with a lower single bottom 12. In the example after Fig. 4 a cargo tank 9 that is continuous in width is shown, which does not have a tank partition 34 in the midship vertical 31 ( Fig. 3 ) having.

In Fig. 5 a structural measure for optimizing the weight of the hull is shown in a vertical cross section through an inland cargo ship over half the width of the ship. The cargo tank 9 is delimited on the bottom side by a double bottom 11. A side cell 10 is provided on the cargo tank 9 in the lateral, left-hand area. Side cell 10 and cargo tank 9 are expediently rigidly connected to one another, for example welded or positively.
The side cell 10 here has an upper end that is lower in height than the height of the ship's hull 18 above the cargo tank 9. The upper end of the side cell 10 here serves as a gangway 17.
The particular advantage of this lower construction is the weight savings in the area of the side cell, which ultimately results in a lower draft of the ship and thus improved shallow water sailing characteristics.

The concept according to the invention therefore offers the possibility of realizing inland cargo ships also for shallow water journeys and low water levels on waterways.

If buoyancy bodies are taken into account instead of the side cells as part of the ship's hull, it is also possible to retrofit inland vessels and, if necessary, to equip them with these buoyancy bodies only temporarily.

Claims (11)

Ship, in particular inland cargo ship (1) or inland tanker,
with a hull (4) with foredeck (5), loading area (6), in particular in the central longitudinal area of the ship, and aft ship (7),
wherein the cargo area (6) has cargo holds and / or cargo tanks (9), and
wherein the hull (4) is provided as a double hull (15) in cross section at least in the loading area (6),
characterized, a) that side cells (10) or buoyancy bodies are provided in the cargo area (6) on both sides of the cargo holds and / or cargo tanks (9), b) that the ship's floor (14) in the loading area (6) is designed as a double floor (11) for the double hull (15) and c) in the area of the side cells (10) the bottom of the hull (4) is provided as a single bottom (12) or as an underside of the float. Ship according to claim 1,
characterized,
that the side cells (10) or buoyancy bodies are arranged lower in height than the height of the cargo holds and / or cargo tanks (9) in the cargo area (6). Ship according to claim 1 or 2,
characterized,
that the side cells (10) are integrated to the loading area (6), in particular in a ratio to half the width of the loading area (B _L ) of approx.
1/2 B _L : B _S = approx. 1.4: 1 to approx. 4: 1, where B _{S is} the width of a side cell (10). Ship according to one of Claims 1 to 3,
characterized,
that the hull (4) has cross braces which, in connection with structural elements to the side cells (10), transfer no or only slight forces into the area of the side cells (10). Ship according to claim 1,
characterized,
that the respective width (Bs) of the side cells (10) or buoyancy bodies is determined by the target payload to be transported and the specified maximum draft of the inland cargo ship (1). Ship according to one of Claims 1 to 5,
characterized,
that the buoyancy bodies are integrated with the hull (4) or can be coupled to the hull (4), in particular in the loading area (6). Ship according to one of Claims 1 to 6,
characterized,
that the buoyancy bodies are formed as solid bodies or hollow bodies, in particular from a foam-like material with an internal reinforcement structure. Ship according to one of Claims 1 to 7,
characterized,
that the ship's drive has several propellers (24, 25), in particular three propellers, in nozzles and adjustable flex tunnels, optionally combined with double rudder systems on the outer propellers (24). Ship according to one of Claims 1 to 8,
characterized,
that the cargo tanks (9) are integrated in the hull (4) or as mobile cargo tanks (9) which can be used in cargo holds. Ship according to one of Claims 1 to 9,
characterized,
that the inner walls of the cargo tanks (9) are designed to be smooth and without disruptive reinforcements or attachments. Ship according to one of Claims 1 to 7 and 9 to 10,
characterized,
that the ship propulsion is implemented by means of a revolving leaf chain in a shaft of the hull (4), and
that drive-wise in particular hub motors are provided on pulleys of the leaf chain.

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