KR101757274B1 - Vessels Including Watertight Device to prevent flooding of lower cargo hold - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship having a watertight device for preventing flooding of low cargo hold.
SUMMARY OF THE INVENTION The present invention has been made under the above-mentioned circumstances, and it is an object of the present invention to provide a waterproof device in a stationary lamp or a movable lamp disposed over two or more watertight subdivisions so that the damage of the lamp does not gradually flood the low cargo hold Which is capable of satisfying the damage restoration performance of the new regulation by preventing the cargo hold flooding prevention device from being damaged.
The present invention relates to a ship having a watertight device for achieving the above object, which is a stationary lamp or a movable lamp, which is a vehicle moving path installed under a bulkhead deck; A watertight device installed in a stationary lamp or a movable lamp disposed over two or more watertight compartments; A lamp cover which is installed on the bulkhead deck and is a cover for covering a stationary lamp or a movable lamp; A control stand for controlling the rise and fall of the watertight device; A hinge installed at a lower end of the watertight device and capable of rotating about an axis when the watertight device is driven by a motor; A cylinder for stably lifting and lowering the watertight device when the watertight device is rotated around the hinge; A rubber packing for tightly blocking seawater from entering the cargo hold; And a clip which is folded and inserted into a hole provided in the fixed lamp or the movable lamp so as to hold the watertight device fixed. The present invention also provides a watertight container for watertight prevention of low cargo hold.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vessel having a water tank,

The present invention relates to a ship having a watertight device for preventing flooding of low cargo hold, and more particularly, to a ship having a watertight device between a fixed lamp (Ramp Cover) and a movable lamp (Ramp Cover) The device shall be installed so that the lower cargo hold below the bulkhead deck is prevented from being submerged and the passage between the deck hold in the inner deck hold on the Ro-Ro (roll-on / roll-off) By separating the lamp space, which is the path, from the cargo hold with the watertight door, the damage restoration performance is improved The present invention relates to a ship having a water cargo holding device for preventing flooding of a car cargo hold capable of increasing an effective payload.

The New Damage Stability Regulation (SOLAS) (Chap. 2-1 of the Safety of Life At Sea) has been in effect since January 1, 2009, ) Shall be considered. In the case of a ship having a low cargo hold below the bulkhead deck, if the fixed lamp is damaged at the lower part of the bulkhead deck for vehicle loading, progressive flooding will occur through it and the damage stability will not be satisfied. There is a case.

Fixed lamps installed in low cargo hold or movable lamps capable of moving lamps depending on the height or size of the vehicle are disposed within the B / 5 line, so that they are not damaged in the conventional damage restoration performance regulations. However, when the revised Damage Restoration Performance Specification is applied, the damage range is increased to damage the fixed or movable lamp, which causes the damaging of the low cargo hold to fail to satisfy the Damage Recovery Performance.

On the other hand, conventional Ro-Ro vessels constitute several deck cargo holds, and in accordance with the International Convention for the Safety of Life at Sea (1974) of 1974, You have to have verification. The SOLAS Subdivision and Damage Stability regulation is intended to demonstrate survival capability above a certain level assuming probabilistic damage situations. Any damage scenario is presumed in accordance with the watertight division of the ship, and the damage scenario generally assumes more than 1,000 floats. The probability of occurrence of the individual damage scenario × survival probability = individual attained index, and the overall survival capacity of the ship is the sum of individual acquisition indices. Therefore, the loading condition should be set in consideration of the damage / intact recovery performance. In general, since the damage recovery performance is a criterion of the load condition that is more important, the damage recovery performance is the main factor determining the actual effective payload It can be called an argument.

Ro-Ro vessels are equipped with a stern ramp for loading / unloading cargoes in port and are used to move cargo from each stern ramp to each deck cargo hold via the engine room section. .

In the case of a ship having a downward ramp disposed in a section overlapping a conventional engine room, the deck hold of the athlete's deck hold is also flooded successively when the engine compartment is submerged. Therefore, the above-described ship is structured to be very vulnerable to the damage condition of the engine room section. This leads to poor loading conditions and requires other means to compensate for damage recovery performance. In addition, in order to improve the damage restoration performance, arrangements of openings (opening of air ventilation, doors, etc.) and reinforcement of structural strength in consideration of waterhead at the time of immersion are considered.

SUMMARY OF THE INVENTION The present invention has been made under the above-mentioned background, and it is an object of the present invention to provide a water-tight device in a fixed or movable lamp disposed over two or more watertight subdivisions so as to prevent the lower cargo hold from progressively submerging And to provide a watercraft equipped with a watercraft for preventing flooding of low cargo hold which can satisfy the damage restoration performance of a new regulation.

Another object of the present invention is to improve the damage restoration performance by isolating the lamp space, which is the passage path between the deck cargo holds inside the ship, from the cargo hold with a watertight door And a watertight device capable of increasing the effective load.

In order to accomplish the above object, according to one aspect of the present invention, there is provided a watercontaining vessel having a watertight apparatus, comprising: a fixed or movable traveling passage, which is a vehicle traveling passage installed below a bulkhead deck, A lamp 2; A watertight device (1) mounted on a fixed or movable lamp (2) arranged over two or more watertight compartments; A lamp cover (3) mounted on the bulkhead deck and being a cover for covering a fixed or movable lamp; A control stand (4) for controlling the rise and fall of the watertight device (1); A hinge 5 installed at the lower end of the watertight apparatus 1 and capable of rotating about an axis when the watertight apparatus 1 is driven by a motor; A cylinder 6 for stably raising and lowering the watertight apparatus 1 when the watertight apparatus 1 rotates about the hinges 6a and 6b; A rubber packing (7) tightly blocking seawater and the like from entering the cargo hold; And a clip (8) for folding the watertight apparatus (1) into a hole (9) provided in a stationary or movable lamp to hold the watertight apparatus (1) fixed. A vessel equipped with a watertight device is presented.

In order to accomplish the above object, according to another aspect of the present invention, there is provided a ship having a watertight device according to another embodiment of the present invention, the ship having a watertight device and being a structure connected by a hinge, A stern lamp 10 as a main path for loading and unloading; An inner ramp 20 which is a ramp which serves as a connecting passage between deck holds of different heights in a Ro-Ro vessel; An engine room (30) with a main engine, an auxiliary engine, a compartment to set up an example; A hinge watertight door 40 for preventing the deck cargo hold connected to the lamp at the time of immersing the engine room in the engine room length zone from being damaged safely at the end of the inner lamp 20; And a tunnel lateral partition wall (50) provided on both sides of the hinge watertight door (40) so as to block the partition from the bottom to the ceiling of the corresponding deck cargo hold to isolate the lamp space from the cargo hold. A ship having a watertight device for immersion prevention is presented.

According to the present invention, it is possible to satisfy the damage restoration performance of the new regulation without considering the specification of the ship or the special device.

In addition, it is possible to increase the effective load amount of the cargo in the loading condition, and to increase the flexibility of the opening and the structural strength reinforcement.

Figs. 1A and 1B show an arrangement side view and a detailed side view, respectively, of a watertight apparatus provided on a ship according to an embodiment of the present invention.
2 shows a schematic side view and a plan view of a ship having a watertight device of a ship according to another embodiment of the present invention.
FIG. 3 is a detailed view of the inner ramp portion of FIG. 2. FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a watertight apparatus of a ship according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The same or similar reference numerals are given to the same or similar parts throughout the drawings.

Figs. 1A and 1B show an arrangement side view and a detailed side view, respectively, of a watertight apparatus provided on a ship according to an embodiment of the present invention.

In Figs. 1A and 1B, the ship is a ship having a low cargo hold under the bulkhead deck. The watertight device 1 in the circled dotted line portion A in Fig. 1A is located on Tech 2 and blocks progressive flooding through Tech 2. The watertight apparatus 1 is installed in a fixed ramp or a movable ramp arranged over two or more watertight subdivisions. The bulkhead deck (3) acts as a deck (4). The control stand 4 controls the rise and fall of the watertight apparatus 1 as a local console.

In Fig. 1B, the watertight device 1 is installed in a fixed or movable lamp which is arranged over two or more watertight compartments as described above. The stationary or movable lamp (2) is a vehicle travel path provided below a bulkhead deck, that is, below the lamp cover (3). In addition, the lamp cover 3 is a cover which is installed on the bulkhead deck and covers a fixed or movable lamp. The control stand 4, that is, the local console, is a device for controlling the rise and fall of the watertight apparatus 1. [ The hinge 5 is provided at the lower end of the watertight apparatus 1 and can rotate about the hinge 5 when the watertight apparatus 1 is driven by a motor not shown. The cylinder 6 has hinges 6a and 6b at both ends of the hinge 5 so as to stably raise and lower the watertight device 1 when the watertight device 1 is rotated, In a stable manner. The cylinder may be a hydraulic or pneumatic cylinder. The rubber packing (7) tightly blocks seawater and the like from entering the cargo hold. The state in which the watertight apparatus 1 shown in the drawing is in a state where the ship is in operation and the watertight apparatus 1 is installed in parallel with the fixed or movable lamp when the vehicle is loaded. The clip 8 allows the watertight apparatus 1 to be folded and inserted into a hole 9 provided in a stationary or movable lamp to hold the watertight apparatus 1 fixed. In the drawing, B is a place where a hinge is installed, and the lamp cover is hinged to a bulkhead deck. The material of the watertight apparatus 1 may be any material as long as it is generally made of steel and can maintain the same strength.

When watertight device is installed in Fixed Ramp, ATTAINED INDEX (A) is increased by about 0.04 as follows.

<Before watertightness device installation>

<After installation of watertight device>

2 shows a schematic side view and a plan view of a ship having a watertight device of a ship according to another embodiment of the present invention.

As shown in the figure, the ship is equipped with a stern ramp 10, an internal ramp 20, an engine room 30, a hinged watertight door 40, 50).

The stern lamp (10) is a hinge-connected structure, which serves as a bridge between the dock and the berth to bridge the loading and unloading of cargo. The internal ramp 20 is a ramp that serves as a connecting path between deck holds of different heights in a ro-ro ship. In the present invention, when the internal ramp 20 is disposed in a section overlapping the engine room . The engine room (30) is a compartment in which the main engine, the auxiliary engine, and the view are installed. The engine room of the ship is complicatedly arranged with equipment constituting various systems for operating and a number of pipes connecting them. The hinge watertight door (40) is provided with a watertight door opening upwards from the end of the ramp so that the deck cargo hold to which the ramp is connected during flooding of the engine room length is not damaged safely. The tunnel side wall 50 is provided on both sides of the hinge watertight door 40 such that the partition wall is spaced from the bottom to the ceiling of the corresponding deck cargo hold to isolate the lamp space from the cargo window.

FIG. 3 is a detailed view of the inner ramp portion of FIG. 2. FIG.

As shown in the figure, the internal lamp is divided into an engine room section and a car deck section. The watertight cover 60 is installed on the third deck 70 and is watertight. In the drawing, reference numeral 80 denotes a second deck. The hinge watertight door 40 is a watertight door that opens upwardly from the end of the lamp 20, that is, upward inward as described above. By making the hinge watertight door 40 inwardly upwardly openable, more cargo can be loaded in the cargo hold of the second deck.

If a downward internal ramp connected to a cargo hold below the stern ramp from the stern ramp is placed in superposition with the engine room, the internal ramp is separated from the cargo hold of the lower storey, In the case of separate watertight spaces, examples of calculation results of damage stability are as follows.

Case .1 The results of the damage stability verification calculation under SDS (SOLAS Subdivision and Damage Stability) are as follows when the internal ramp is not isolated from the cargo below.

From the top, the damage restoration performance lacking about 5.9% than the SDS requirement of 67.3% was confirmed.

Case .2 In case 1, the internal ramp is changed to a separate watertight space. The result of the damage stability verification calculation according to SOLAS Subdivision and Damage Stability (SDS) is as follows.

From the top, the satisfaction level is 67.3%, which is more than 3.5%. (A remarkable improvement of about 9.4%).

In the above calculation results,

Subdivision length is the maximum projected length of the ship measured at or below the deck which limits the vertical flood range of the ship at the maximum load draft.

Required Subdivision Index: This is the index of the damage stability for setting the minimum division standard according to the relevant regulation (SOLAS, 1974) as the required compartment index, and the R value is calculated as 1-128 / (Subdivision Length + 152).

Attained Subdivision Index: The reaching subdivision index is calculated as Pi x Si. (Pi: probability of occurrence of the damage scenario, Si: probability of survival of the ship in the corresponding damage scenario). The total landing index value is calculated as 0.2 X Al (reaching compartment exponent in the lightest subdivision draft) + 0.4 x Ap (reaching compartment exponent in the partial subdivision draft) + 0.4 x As (reaching compartment exponent in the deepest subdivision draft) .

INIT (Initial Condition): Initial loading condition refers to the reference operational status for examining the damage stability, and corresponds to the Lightest / Partial / Deepest subdivision draft listed below.

Lightest Subdivision Draft (DL): This is the flight draft corresponding to the anticipated loading and associated tank loading, but includes the ballast water required for stability and / or locking of the propeller. Passenger ships should include the capacity of passengers and crew on board.

DP (Partial Subdivision Draft): 60% of the difference between the lightening draft and the maximum compartment load draft plus the light draft

DS (Deepest Subdivision Draft): Repairs corresponding to the ship's full load draft

T (Draft): draft, ie draft, is the vertical distance from the keel baseline at the center of the length of the ship to its compartment load line

GM (Transverse Metacentric height): Metacenter (metacenter; vertical point at which the ship meets the center line of the ship passing the new sailboat when the boat is tilted at a small angle) and vertical height to the ship's center of gravity.

A / R: Attained Subdivision Index / Required Subdivision Index

A: Attained Subdivision Index

WCOEF (Weight Coefficient): Weight value (20% / 40% / 40%) of the contents described in the arrival area index, and is a weighted application coefficient for each of three initial loading states.

According to the present invention, it is possible to satisfy the damage restoration performance of the new regulation without considering the specification of the ship or the special device.

In addition, it is possible to increase the effective load amount of the cargo in the loading condition, and to increase the flexibility of the opening and the structural strength reinforcement.

Although the present invention has been described with reference to the accompanying drawings, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Watertight device 2: Fixed or movable lamp
3: bulkhead deck 4: control stand
5: Hinge 6: Cylinder
6a, 6b: Hinge 7: Rubber packing
8: Clip 9: Home
10: Stern Ramp 20: Internal Ramp:
30: Engine Room
40: Hinged Watertight Door
50: tunnel side wall 60: watertight cover
70: Third Deck 80: Second Deck

Claims (8)

As a vessel having a water tank for preventing flooding,
A fixed or movable lamp (2) which is a vehicle travel passage installed under the bulkhead deck;
Mounted on a fixed or movable lamp (2) arranged over two or more watertight compartments, standing upright when the vessel is in operation, and arranged side by side with a stationary or movable lamp (2) A watertight device (1) configured to be folded when aligned with the ramp (2);
A cover mounted on the bulkhead deck and covering a stationary or movable lamp, the lamp cover 3 hinged to the bulkhead deck;
A control stand (4) for controlling the rise and fall of the watertight device (1);
A hinge 5 installed at the lower end of the watertight apparatus 1 and capable of rotating about an axis when the watertight apparatus 1 is driven by a motor;
The watertight apparatus 1 is stably lifted and lowered when the watertight apparatus 1 is rotated so that the hinges 6a and 6b provided in the lamp 2 and the watertight apparatus 1 are connected to the cylinder (6);
A rubber packing (7) tightly blocking seawater from entering the cargo hold; And
And a clip (8) for folding the watertight apparatus (1) into a hole (9) provided in a stationary or movable lamp to hold the watertight apparatus (1) fixed,
The watertight apparatus (1) is located on a deck and blocks progressive flooding through the deck, and the watertight apparatus (1) is installed in a fixed lamp or a movable lamp (2) arranged over two or more watertight compartments , And the lamp cover (3) is a deck which is a bulkhead deck. delete delete The method according to claim 1,
Wherein the ship is a ship having a lower cargo hold at a lower portion of a bulkhead deck. The method according to claim 1,
Characterized in that the cylinder (6) is a hydraulic or pneumatic cylinder. The method according to claim 1,
Characterized in that the material of the watertight device (1) is generally made of steel. The watertight device for preventing flooding of a low cargo hold of a ship. A ship having a watertight apparatus for preventing flooding of a low cargo hold described in any one of claims 1, 4, 5, and 6,
A stern lamp (10) which is a hinged structure and bridges with the wharf during a docking operation, and is a main route for loading and unloading cargo;
An inner ramp 20 which is a ramp which serves as a connecting path between each deck hold having a different height;
An engine room (30) which is a main engine, an auxiliary engine, a block to set up an example;
A hinge watertight door 40 for preventing the deck cargo hold connected to the lamp at the time of immersing the engine room in the engine room length zone from being damaged safely at the end of the inner lamp 20;
And a tunnel lateral partition wall (50) provided on both sides of the hinge watertight door (40) so as to block the partition from the bottom to the ceiling of the corresponding deck cargo hold to isolate the lamp space from the cargo hold. Vessel with watertight device for immersion prevention. The method of claim 7,
Wherein the hinge watertight door is a watertight door opened by an upward hinge.

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