KR19990032819A - Double hull - Google Patents

Abstract

The present invention discloses a double hull ship in a novel manner.

In the present invention, the U-shaped space between the double hulls is divided into a bottom tank and two wing tanks to improve the stability and survivability in case of damage, and the safety of the ship. In particular, the bottom tank is formed as a traditional dry space in the entire cargo hold area. This improves the safety of ships, reduces the coating area of high-cost paints, and enables the maintenance of clean ballast tanks. In addition, by arranging the trunk connecting both wing tanks to the bottom tank, it is possible to improve the stability and survivability at the time of damage, and to install the piping and facilities inside the bottom tank or trunk formed of dry space and allow the operator to pass through It can be used as.

Description

Double hull

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to ships and, more particularly, to double hull ships, such as tankers carrying fluid cargo.

Oil tankers have been widely used as one of the salt water carriers for transporting liquid cargo such as crude oil, petroleum products, or chemicals. Restrictions were laid on the structure, and the United States Coast Guard's proposal to meet them led to the adoption of a double hull structure in the tanker area of the tanker. This double hull structure is used to store and / or transport crude oil or petroleum products of a certain size, such as Floating Storage Offloading (FSO) or Floating Production Storage Offloading (FPSO), as well as crude oil carriers and chemical carriers in accordance with subsequent regulations such as SOLAS. Even production facilities have been applied.

1 (A) and (B) shows a general structure of such a double hull ship, the cargo hold as the double hull structure is adopted in the cargo hold area is provided with a plurality of cargo hold (Tk) partitioned by the bulkhead (Bhd). A U-shaped space surrounding the outer circumference of Tk is formed. Oil tankers that require a large amount of ballast in an empty ship state use this space as a ballast tank. In general, as shown in FIG. The method of constructing a ballast tank (BTL) is used. Each L-type ballast tank BTL is partitioned at the bulkhead portion of each cargo hold Tk so that in the example of FIG. 1B, the entire ballast tank consists of eight L-type ballast tanks BTL.

However, when comparing the L-type ballast tank (BTL) with a wing tank configured by dividing the side into vertical bulkheads in a tanker of a conventional single hull structure, its shape is considerably complicated compared to the ballast capacity. Sludge removal and gas freeing in the ballast tanks (BTL) are difficult, and it is difficult to escape during traffic or emergency situations. In addition, the surface area is also very large depending on the complex shape. Not only does the paint use increase, but the surface of the ballast tank (BTL) prohibits the use of inexpensive tar epoxy paint to prevent marine pollution. There is no choice but to use large amounts of tar free paint. In addition, the ballast piping and equipment is not only long and complicated along the complicated path, but also difficult to discharge gas and sludge or the corrosion of the pipe and equipment causes severe problems.

However, a bigger problem for the L-type ballast tank (BTL) than these problems is the problem of stability in damage. That is, when seawater flows into one ballast tank (BTL) due to collision or stranding, the L-type ballast tank (BTL) is located at the bottom of the bottom of the surface of the water so that the seawater flows to a considerable height to the side. do. Accordingly, even if the ballast is injected into the opposing ballast tank (BTL), a large water level difference cannot be provided, resulting in a small moment of restoration for healing or trim, resulting in resilience in case of damage. It causes a very bad problem (G is the center of the hull).

Accordingly, an object of the present invention is to provide a double hull ship that can solve the problems caused by the conventional ballast tank structure.

1 (A) and (B) are lateral and longitudinal cross-sectional views showing a tank arrangement of a conventional general double hull ship,

Figure 2 is a cross-sectional view showing the damage recovery when using the L-shaped ballast tank of Figure 1,

Figure 3 is a longitudinal sectional view of the double hull ship of the present invention,

4A and 4B are cross-sectional views showing other configurations of the invention according to FIG.

5A and 5B are cross-sectional views showing embodiments of the tank configuration for the configuration of FIG.

6 is a longitudinal sectional view showing another configuration of the present invention;

7A and 7B are cross-sectional views showing one function of a trunk according to the configuration of FIG.

8 (A) and (B) are a plan view and a cross-sectional view illustrating a restoration action upon damage according to the configuration of FIG. 6;

9 (A) and (B) are cross-sectional views showing another possibility of a trunk according to the configuration of FIG. 6,

10 is an enlarged cross-sectional view illustrating the function of the trunk in the configuration of FIG. 9;

11 is a plan view showing the arrangement of a trunk according to the configuration of FIG.

<Description of Symbols for Main Parts of Drawings>

1: bottom tank 2; 2i, 2j: wing tank

3: trunk Tk: cargo tank

Bhd: Bulkhead

In order to achieve the above object, the double hull vessel according to the present invention divides the U-shaped space between the double hull humps into a bottom tank on the bottom side and two wing tanks on both sides and preferably the bottom tank as a whole. It consists of a traditional space throughout the cargo hold area, characterized in that formed as a dry space (dry space).

Then, it is excellent in resilience in case of collision or stranding of ship, especially the bottom tank can be formed as dry space, which can improve the safety of hull, improve the use of paint, clean tank, maintenance of piping and facilities. do.

(Example)

Such specific features and advantages of the present invention will become more apparent from the following description of the preferred embodiments with reference to the accompanying drawings.

3 and 4 (A) and (B), the cargo hold area having a plurality of cargo holds Tk, which are divided into partitions Bhd and loaded with fluid cargo, respectively, has a double hull structure, which is used as a ballast tank. The U-shaped space between the plates is partitioned into a bottom tank 1 on the bottom side and two wing tanks 2 on both sides according to the characteristics of the present invention. Here, the bottom tank 1 extends between both ship sides as shown in FIG. 4 (A) so that two wing tanks 2i may be formed in an I shape, and as shown in FIG. 4 (B), the bottom tank 1 is a part of the bottom. It may also be formed in the J-shaped wing tank (2j).

Here, the bottom tank 1 is illustrated as being configured as a single space over both sides, but if necessary, it is possible to partition the bottom tank 1 into two separate spaces at the center CL of the hull.

Thus, by dividing the double hull type U space into one or two bottom tanks (1) and two wing tanks (2; 2i, 2j) of type I or J, the inflow of seawater in case of hull damage caused by collision or stranding, etc. Since the water is limited to one wing tank (2) or the bottom tank (1), the amount of flooding is greatly reduced, and the arm of the wing tank (2) with respect to the center of hull (G) is long, so that the moment of restoration in case of damage It becomes larger, making it easier to adjust healing and trim.

In particular, since the bottom tank (1) is separated from the two wing tanks (2), ballast discharge of the bottom tank (1) when the wing tank (2) is damaged or ballast of the wing tank (2) when the bottom tank (1) is damaged Emissions can increase the freeboard of the hull, thus improving the stability and survivability in case of damage.

On the other hand, the tanker injects a large amount of ballast for partial loading of cargo holds (Tk) or for setting the draft of hulls or adjusting trim or healing. Will be retained.

In this case, when the bottom tank 1 having a low center of gravity is used as the basic ballast tank as shown in FIG. 5 (A), repeated injection and discharge of the ballast is not required. In this case, as shown in Fig. 3, it is preferable to form the bottom tank 1 into a single space traditionally spread over the entire cargo hold Tk region.

Then, the piping and pump equipment for the bottom tank 1 can be greatly reduced, and the surface area of the ballast tank is also greatly reduced, thereby reducing the amount of paint used and eliminating the need for expensive tar paint. In addition, because of the tradition, the gap between the gas and the sludge is reduced, and gas discharge and sludge removal are extremely easy, and the passage or escape of the worker is easy.

Meanwhile, the bottom tank 1 may be kept in a dry space as shown in FIG. 5 (B) without using the ballast, thereby ensuring sufficient freeboard of the vessel, which is advantageous for maintaining stability and piping. And the pump and the like can be installed in the bottom tank 1, which is a dry space, thereby making maintenance and the like very simple. In addition, since the inner surface of the bottom tank 1 does not come into contact with the ballast, it is possible to use inexpensive tar paint, and thus the painting cost may be greatly reduced.

FIG. 6 and below show a configuration in which a plurality of trunks 3 are arranged laterally on an inner bottom plate Pi of an upper portion of the bottom tank 1, and these are mainly restored when damaged. The purpose is to improve the behavior. In Fig. 6, the trunk 3 is preferably composed of a box-shaped cross section, such as square or rectangular, and is preferably extended in alignment with the partition Bhd for improving the structural strength.

7 (A) and (B) and 9 (A) and (B) show a configuration in which the trunk 3 is provided on the double hull ship of the present invention of FIGS. 4 (A) and (B), respectively. Among them, FIG. 7 shows a configuration in which the bottom tank 1 is formed in a dry space, and FIG. 9 shows a configuration in which a ballast is formed.

First, referring to an embodiment of the dry space of Figure 7, the trunk (3) is open at both ends of the wing tank (2; 2i. 2j) on both sides through the opening (opening) or the like. That is, both wing tanks (2; 2i.2j) are interconnected via this trunk (3), which may appear to be a U-shape of the entire ballast tank, except for the bottom tank (1), which is dry space. However, since the trunk 3 has a very small cross-sectional area compared to the wing tanks 2; 2i. 2j, the ballasts stored inside the wing tanks 2; 2i. 2j may be mutually moved, but free movement is possible. It may be seen that both wing tanks 2; 2i. 2j are connected with the trunk 3 as a siphon so as not to be possible.

Such a siphon action of the trunk (3) greatly contributes to the stability of the ship in the case of damage, the operation will be described with reference to FIG.

In Figure 8 (A), the ballasts of both wing tanks 2; 2i. 2j can be moved mutually in a restricted state through the trunk 3, since the basic action of the siphon is to equalize the pressure on both sides. Trunk 3 can be said to act to equalize the water pressure of both sides, that is, the water level of both wing tank (2; 2i. 2j).

Here, as shown in FIG. 8 (B), one side (for example, the left) bottom is damaged, and consider the case where seawater flows into the left wing tank (2; 2i. 2j). If both wing tanks (2; 2i.2j) were not in full load, the additional seawater introduced into the left wing tanks (2; 2i.2j) would create an incline moment that inclines the hull to the left. However, since the left and right wing tanks (2; 2i. 2j) are connected by the trunk (3), the seawater introduced into the left wing tank (2; 2i. 2j) is the two wing tanks (2; 2i. 2j) is moved to the right wing tank 2; 2i. 2j until the water level is the same. Accordingly, since the inclination moment of the ship is canceled, the ship can maintain an even state only by a slight increase in draft. The increase in draft may be compensated for by the reduction of freeboard or other ballast secured by the bottom tank 1, which is a dry space.

Here, the bottom tank 1 may be used as a traditional ballast tank as shown in FIG. 5 (A) instead of forming a dry space. In this way, the bottom tank 1 is used as the traditional ballast tank while the bottom tank 1 is used. When the ballast is not loaded, sloshing may occur because the free run length of the surface of the ballast, that is, the seawater, which becomes the star thrust, becomes much larger than in the related art.

The slow phase is amplified by the resonance of the storage container as the flow generated in the storage fluid (ballast seawater) due to the rocking of the storage container (bottom tank) 1 is propagated along the surface of the water and is amplified by the resonance of the storage container. It is a kind of wave phenomenon that strikes the side wall, that is, the inner bottom plate, which is the ceiling of the bottom tank 1, and the hull side plate, which is the side wall, dynamically.

Such sloshing causes periodic damage to the hull structure, causing damage or fatigue failure. In the conventional structure, the ballast tank (BTL) is divided into a large number of sections, and thus the free moving distance of the fluid is short and large. The problem with sloshing was not serious except for the large cargo holds of oil tankers.

This problem of sloshing can be solved by the trunk (3), the trunk (3) provided in the inner bottom plate (Pi) below the partition (Bhd) in Figure 9 (A) and (B) is a ballast tank It protrudes into the bottom tank 1 used. Accordingly, the trunk 3 is at least partially locked to the ballast B in the bottom tank 1, or the lower end thereof is close to the water surface of the ballast B.

Therefore, the flow wave W formed on the surface of the ballast B due to the swinging of the hull is blocked by the trunk 3 as shown in FIG. do. In this way, the trunk 3 shortens the free movement distance of the ballast B, thereby suppressing sloshing, and also reinforces the bottom plate Pi against impact energy caused by the flow wave W. .

According to the general construction method, even if the bottom tank 1 is traditionally configured, a non-watertight web frame having an opening is formed instead of a completely open space. The inner bottom plate Pi and the outer bottom plate are combined in a single structure by a web frame. In particular, the provision of such a web frame is essential in the lower portion of the structural member that requires a large strength, such as a partition (Bhd).

However, if the conventional bottom tank 1 is used in the present invention, if the non-watertight frame is adopted as in the prior art, problems such as the coating area of the paint, the limitation of the paint used, and the worker's traffic or sludge removal are different from those of the prior art. There will be no.

However, when the trunk 3 is used as in the present invention, since the trunk 3 itself becomes a box beam having a large rigidity, the trunk 3 aligned with the partition Bhd is separately provided. The support of the partition wall Bhd is possible even without the web frame. That is, the trunk 3 of the present invention suppresses the sloshing of the ballast B, absorbs the impact energy of the flow wave W, and becomes a support structure of the partition wall Bhd, thereby reducing the number of possession of the web frame in the double bottom. In this case, the bottom tank 1 having a nearly smooth inner surface without using the web frame can be implemented.

Meanwhile, the trunk 3 may be configured to be watertight or non-watertight as necessary, and preferably, a watertight structure. Then, the interior of the trunk 3 may be a dry space in which the cargo or ballast B does not enter or exit the cargo hold Tk. Preferably, the interior of the trunk 3 is provided with equipment such as electric wires, pipes, or pumps. It will be installed and set up as a duct that the operator can pass through.

Then, compared to the conventional structure in which the wires, pipes, and facilities are installed in the fluid cargo or ballast B in the cargo hold Tk, and foreign substances such as corrosion and sludge are severely inaccessible and difficult to maintain, the present invention uses wires, pipes and The facility is installed in the trunk 3, which is a dry space, so that problems such as corrosion or foreign matter inflow are not generated at all, and the worker can move along the trunk 3 at any time and maintain them.

In this case, the trunk 3 may not only be arranged laterally along the partition Bhd, but may also be provided in the longitudinal direction of the hull center or both sides as shown in FIG. Preferably, the trunk 3 is able to be approached from the deck via a suitable vertical passage, whereby the transverse trunk 3 allows the wires, pipes and equipment to be installed completely in the dry space except at its ends. The operator can also approach these equipment from the deck regardless of the loading condition of cargo holds (Tk) or ballast (B).

As described above, according to the present invention, it is excellent in resilience and survivability in case of damage, and prevents corrosion or contamination of pipes or facilities, and facilitates the passage and maintenance of workers, and maintains a clean ballast tank when paint cost is reduced. In addition, a double hull ship of excellent characteristics is provided which effectively prevents problems such as sloshing.

Claims (8)

In a double hull ship having a plurality of cargo hold partitioned by a partition, the U-shaped space being formed on the outer circumference of the cargo hold, and using at least a part of the U-shaped space as a ballast tank, the U-shaped space is located on the bottom side of the ship. Double hull ship, characterized in that divided into a bottom tank and two wing tanks on both sides. The double hull ship according to claim 1, wherein the bottom tank extends on both sides of the ship, and the two wing tanks are configured as I type. The double hull ship according to claim 1, wherein the bottom tank partially extends to the bottom of the ship so that the two wing tanks are J-shaped. 2. A double hull vessel according to claim 1 wherein said bottom tank is comprised of one space that is traditional over the entire cargo hold area. The ship according to claim 1, wherein a trunk having a box beam shape is provided on an inner bottom plate side of the bottom tank. The double hull vessel according to any one of claims 1 to 5, wherein both ends of the trunk are open with respect to the two wing tanks, so that the two wing tanks are connected by the trunk. The double hull vessel according to any one of claims 1 to 5, wherein at least one of the bottom tank or the trunk is formed as a dry space. 8. The double hull vessel according to claim 7, wherein the bottom tank or the trunk formed by the dry space forms a duct through which pipes and facilities are installed and a worker communicates.