KR20120037583A

KR20120037583A - Vessel having freight handling machinery using duct keel

Info

Publication number: KR20120037583A
Application number: KR1020100099121A
Authority: KR
Inventors: 김진기; 서광수; 조민환
Original assignee: 삼성중공업 주식회사
Priority date: 2010-10-12
Filing date: 2010-10-12
Publication date: 2012-04-20
Also published as: KR101258925B1

Abstract

PURPOSE: A vessel having a freight handling machinery using a duct keel is provided to rapidly and safely process cargo because the cargo can simultaneously load in all cargo spaces by loading the cargo using a duct keel. CONSTITUTION: A vessel having a freight handling machinery using a duct keel comprises a horizontal moving part(100), a vertical moving part(200), and an opening and closing part(300). The horizontal moving part is arranged along the inner side of a duct keel under a cargo space of a ship. The vertical moving part is extended from the stem or the stern of the duct keel to the upper deck of the ship. The opening and closing part is formed in a position, in which the duct keel is connected, on the floor of the cargo space.

Description

Vessel with cargo handling device using duct kill {VESSEL HAVING FREIGHT HANDLING MACHINERY USING DUCT KEEL}

The present invention relates to a ship carrying a cargo, and more particularly to a ship having a cargo unloading device using a duct kill.

In general, large vessels may be provided with various cargo holds or storage tanks.

For example, a bulk carrier refers to a cargo ship that carries a bulk cargo, such as wood, iron ore, cement, which are not containerized or cannot be packed, in a cargo hold.

Bulk carriers use cargo handling machines to load and unload cargo.

The unloading machine can be divided into the one installed on the pier, the one installed on the ship itself, and the one attached to the presidential ship, depending on the installation location.

For example, the ones installed on the pier include fixed cranes such as derrick cranes and hammer head cranes, portal cranes, semi portal cranes and fork-lifts. There is a mobile crane.

In addition, a mast crane is installed in the ship itself, and a floating crane etc. are attached to the presidential election.

In addition, special unloading machines include a continuous ship unloader, an unloader, a stacker, a reclaimer, and the like.

The vessel 1 according to the prior art has a plurality of cargo holds 2 for bulk carriers along the longitudinal direction, which is the bow and tail direction of the hull, as shown in FIG. 1 or FIG. 2.

The cargo in the cargo hold 2 can be loaded and unloaded by the unloading machine 3 to be processed.

The unloading machine 3 uses the reclaimer 3a, and has a finite range of the reclaimer 3a to correspond to the height of the cargo at the time of unloading or transiting the cargo, ie grains, minerals, etc., in the cargo hold 2. It is comprised so that it may raise while rotating (r) in the inside. At this time, the unloading machine 3 is unloaded cargo while being transferred to each cargo hold (2).

However, ships according to the prior art have the disadvantage that they can be unloaded or transited only after arriving at the port of loading and after the unloading machine has been set on top of the cargo hold through a complicated procedure.

In addition, the ship according to the prior art has a disadvantage that occupies the upper space of the cargo hold when equipped with the unloading machine in the vessel itself.

That is, the unloading machine used in the ship of the prior art is enormously expensive to be installed in the upper deck or port of the ship, and in a ship having a plurality of cargo hold, one unloading machine completely empty one cargo hold and then move to another cargo hold. By carrying out the loading and unloading operation by moving to another cargo hold after emptying the cargo hold again, there is a disadvantage that a lot of work time is required.

In addition, in ships that are to be spotlighted as a future natural gas transportation method, when the unloading machine handles cargo such as pellet-type natural gas hydrate (NGH), grains are broken or broken in the unloading type of unloading machine. Since it can be generated, there is a lot of disadvantages of waste and explosion caused by this.

Embodiment of the present invention, as the cargo handling device provides a vessel installed in the duct kill of the ship, can be carried out at the same time in the cargo hold to handle the cargo quickly and safely.

According to an aspect of the present invention, the horizontal transfer portion disposed along the inside of the duct kill under the cargo hold of the ship, the vertical transfer portion extending from the bow or stern end of the duct kill toward the upper deck of the vessel, and A ship having a cargo unloading device using a duct kill including an opening and closing portion formed at a point connected to the duct kill at each bottom of the cargo hold may be provided.

In addition, the bottom of the cargo hold may be formed in a hopper shape inclined toward the opening and closing portion.

In addition, the horizontal transfer unit may be a belt conveyor device formed along the inside of the duct kill.

In addition, the vertical transfer unit may include a vertical pipe member connecting the duct kill and the upper deck, and a screw feeder or bucket elevator installed in the vertical direction in the vertical pipe member.

In addition, the opening and closing portion is formed of a pair of holes formed at the connection point between the cargo hold and the duct kill, the door portion provided in the hole portion, and to move the door portion within a predetermined stroke range to open and close the hole portion. It may include one actuator.

In addition, the ship may further include a docking unit provided in the cargo terminal and connected to the docking device disposed below the sea surface.

The docking portion may include a docking hole formed from an outer surface of the vessel to a bow or stern end of the duct kill, a hatch portion provided in the docking hole, and the hatch portion within a predetermined stroke range to open and close the docking hole. It may include a second actuator for moving.

According to the embodiment of the present invention, since the cargo can be unloaded using the duct kill in the ship, the cargo can be unloaded at the same time in all cargo holds, thereby handling the cargo quickly and safely.

The embodiment of the present invention can minimize the energy use rate of the cargo handling device by forming the bottom of the cargo hold in the shape of a hopper.

Embodiment of the present invention by installing the opening and closing doors on the bottom of each cargo hold can adjust the flow rate of cargo or cargo hold order.

Embodiment of the present invention is provided with a docking unit can be quickly connected to the docking device of the cargo terminal can be unloaded cargo quickly, it is possible to drastically reduce the port residence costs, labor costs and the like.

1 and 2 are cross-sectional views showing a conventional ship and a cargo machine.
3 is a longitudinal cross-sectional view of a ship having a cargo unloading device using a duct kill according to an embodiment of the present invention.
4 and 5 is a cross-sectional view of the cargo hold for explaining the operation method of the cargo unloading device.
6 and 7 are views for explaining the operating method of the docking unit.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

3 is a longitudinal cross-sectional view of a ship having a cargo unloading device using a duct kill according to an embodiment of the present invention.

Referring to FIG. 3, this embodiment takes up a lot of space on the upper deck of a ship, and uses natural gas hydrate (NGH) in pellet form quickly without using an existing unloading device such as a reclaimer, which is complicated and difficult to set up. It is possible to provide a vessel 10 capable of handling the cargo itself, such as.

The ship 10 according to the present embodiment may form a duct kill 11 passing through the double bottom tank in a longitudinal direction, which is the bow direction of the ship 10, under the plurality of cargo holds 20.

The vessel 10 may include a horizontal transfer unit 100, a vertical transfer unit 200, and an opening and closing unit 300, which is a cargo unloading device installed using the duct kill 11.

The horizontal transfer unit 100 may be a device that is disposed along the inside of the duct kill 11 under all the cargo hold 20 of the vessel 10 to transport the cargo.

For example, the horizontal transfer unit 100 may be configured as a belt conveyor device formed along the inside of the duct kill (11). That is, the horizontal transfer unit 100 may include a pulley and a belt installed inside the duct kill 11, and may be configured to continuously carry the cargo to be loaded on the belt by circulating the belt with the pulley.

The vertical transfer unit 200 may be formed to extend toward the upper deck of the ship 10 through the hull or the cargo hold 20 up and down after being connected at the fore or stern end of the duct kill 11.

For example, the vertical transfer unit 200 is a vertical tube member 210 connected between the bow or stern end of the duct kill 11 and the bow or stern upper deck of the vessel 10, and such a vertical pipe member 210 It may include a screw feeder 220 installed in the vertical direction in the interior. The screw feeder 220 may be a bucket elevator or similar cargo vertical conveying machine.

The opening and closing part 300 may be formed at a point connected to the duct kill 11 at the bottom 21 of each cargo hold 20.

3 or 4, the bottom 21 of the cargo hold 20 may be formed in a hopper shape inclined toward the opening / closing part 300. The hopper shape of the bottom 21 can relatively reduce the energy consumption of the cargo handling device by moving the cargo toward the opening and closing part 300 by the weight of the cargo.

4 and 5 is a cross-sectional view of the cargo hold for explaining the operation method of the cargo unloading device.

4 and 5, the opening and closing part 300 includes a hole part 310 formed at a connection point of the cargo hold 20 and the duct kill 11, and door parts 320 and 321 installed in the hole part 310. ) And first actuators 330 and 331 paired to move the door parts 320 and 321 within a predetermined stroke to open and close the hole 310.

The first actuators 330 and 331 may be supplied with a working fluid from a hydraulic source and may further include an actuator driver connected to a remote controller (not shown).

The remote controller of the first actuators 330 and 331 for each cargo hold 20 is connected to a central cargo management system (not shown) provided in the ship 10, so that the opening and closing of the doors 320 and 321 can be centrally controlled. Can be.

The bilge keel 11 may be provided with a pipe section 11a in both spaces of the bilge keel 11 so that the ballast main drainage pipeline is installed.

An apparatus section 11b for installing a pulley and a belt of the horizontal transfer unit 100 may be formed in the central space of the bilge keel 11 corresponding to the pipe section 11a. Here, the piping section 11a and the device section 11b may be divided through partition walls. The device section 11b may further include a free space for maintenance and an access passage (not shown).

With reference to Figures 4 and 5, it will be described the operation method of the cargo unloading device.

As shown in FIG. 4, before the cargo, such as natural gas hydrate (NGH), is shipped to the cargo hold 20, the opening 310 of each cargo hold 20 is a closed operating position of the first actuators 330, 331. It can be closed by the door portion 320, 321 in the.

In this state, each cargo hold 20 can be shipped with cargo.

The ship 10 that has loaded the cargo may arrive at the dock of the general cargo terminal.

Thereafter, the central cargo management system of the ship 10 operates the horizontal transfer unit 100 and the vertical transfer unit 200 shown in FIG.

In addition, the central cargo management system of the vessel 10 may control the door portion 320, 321 is changed from the closed operating position to the open operating position by reversing the operating fluid supply direction of the first actuator (330, 331). .

In this case, the hole 310 of the cargo hold 20 may be opened.

Due to the inclination of the bottom 21 of the cargo hold 20 by the hopper shape, the cargo may move toward the opening / closing part 300.

The cargo thus moved falls through the hole 310 of the cargo hold 20 and onto the belt of the horizontal transfer part 100.

The horizontal transfer unit 100 may move the cargo in a bow or stern direction, which may correspond to the starting point of the vertical transfer unit 200 and move horizontally to the lower inner space of the vertical pipe member 210 shown in FIG. 3. .

The lower inner space of the vertical pipe member 210 may be further formed a space for temporarily storing the cargo transported by the horizontal transfer unit 100.

The lower end of the screw feeder 220 of the vertical transfer unit 200 may be arranged to move the cargo accumulated in the lower inner space of the vertical pipe member 210 to move up and down.

Accordingly, the cargo moves upward along the inner space of the vertical pipe member 210 by the screw feeder 220 of the vertical transfer unit 200, and then reaches a temporary cargo loading dock (not shown) provided in the upper deck. can do.

To this end, the vertical transfer unit 200 is a vertical pipe member 210 connected between the bow or stern end of the duct kill 11 and the bow or stern upper deck of the vessel 10, and such a vertical pipe member ( The inside of the 210 may include a screw feeder 220 installed in the vertical direction.

The screw feeder 220 may be a bucket elevator or similar cargo vertical conveying machine. The upper portion of the screw feeder 220 may be another transport means or cargo arrangement means for transferring the conveyed cargo to the temporary cargo loading dock provided in the upper deck.

Thereafter, the existing unloading machine (not shown) provided at the wharf of the cargo terminal may be installed between the temporary cargo loading dock of the upper deck of the ship 10 and the outboard cargo loading dock provided at the dock of the cargo terminal. The cargo in (10) may be unloaded from the temporary deck of the upper deck to the offboard cargo loading.

Hereinafter, a cargo unloading method using a docking unit of a ship and a docking device of a cargo terminal will be described.

6 and 7 are views for explaining the operating method of the docking unit.

Referring to FIGS. 6 and 7, the vessel 10 may further include a docking unit 400 provided at the cargo terminal 30 and connected to the docking apparatus 40 disposed below the sea surface.

The docking device 40 of the cargo terminal 30 is an articulating docking arm 41 formed to protrude from the underwater side of the pier of the cargo terminal 30 so that it can be inserted into the docking unit 400, and such a docking arm ( 41 may include unloading means 42, such as a screw feeder, which extends from the inside of the final end to the terminal loading facility of the cargo terminal 30, and the docking arm door 43 formed at the last end of the docking arm 41. Can be. Here, the docking arm door 43 may be coupled to the hydraulic or pneumatic and well-known door control means, the opening and closing of the docking arm door 43 by a door control system (not shown) provided in the cargo terminal 30 It can be configured to be controlled.

In this embodiment, the docking unit 400 may be formed in the spherical bow portion of the vessel (10).

The docking unit 400 is a docking hole 410 formed to penetrate from the outer surface of the ship, for example, from the outer surface of the bulbous bow portion to the bow end of the duct kill 11, and an underwater door type installed in the docking hole 410. The hatch unit 420 and the second actuator 430 for moving the hatch unit 420 within a predetermined stroke range to open and close the docking hole 410.

The second actuator 430 is also connected to the central cargo management system provided in the vessel 10, the opening and closing of the hatch 420 can be centrally controlled.

On the inner circumferential surface of the docking hole 410 or on the outer circumferential surface of the docking device 40 of the cargo terminal 30, watertight means for maintaining the mutual airtightness between the docking hole 410 and the docking device 40 is further formed while enduring docking water pressure. There may be.

The watertight means can be configured using watertight means applied to a known docking device that a submarine or the like can use when docking with another submarine underwater.

Ship 10 of the present embodiment may arrive at the cargo terminal 30 is provided with the docking device (40).

Thereafter, the docking unit 400 of the ship 10 and the docking device 40 of the cargo terminal 30 may be docked through a series of procedures that may be predetermined.

For example, after the final end of the docking arm 41 of the docking device 40 is inserted into the docking hole 410 of the docking unit 400, in a state where watertightness is maintained by the above-mentioned watertight means, the docking unit ( The hatch 420 of the 400 may be opened.

In this state, when the vessel 10 stops after advancing by a predetermined moving distance, the final end of the docking arm 41 may be completely placed in the docking hole 410 of the docking portion 400.

Thereafter, the docking arm door 43 installed at the end of the docking arm 41 is opened, so that the interior of the docking arm 41 and the docking hole 410 of the docking unit 400 may be connected to each other.

Thereafter, the cargo transferred to the bow end of the duct kill 11 by the horizontal transfer unit 100 is loaded on the cargo terminal 30 side by the unloading means 42 such as a screw feeder provided in the docking device 40. Can be unloaded up to terminal loading facilities (not shown).

Since the vessel 10 having such a docking unit 400 does not pass through the vertical transfer unit 200 and the unloading machine (not shown) of the pier as described above, the cargo 10 is relatively quickly moved to the cargo terminal 30. Can be unloaded.

Although the docking unit 400 has been described in the present embodiment on the basis of being formed on the spherical bow portion of the vessel 10, the docking unit 400 may be applied to the stern of the vessel 10 within the understanding of this description. . That is, another docking part (not shown) may be formed between the stern end of the duct kill 11 at the stern side of the vessel 10. In addition, since another docking part may be applied to be installed to correspond to the corresponding structure in the structure between both sides of the vessel 10 and the duct kill 11, the installation position of the docking part 400 of the present embodiment is a spherical bow part. It may not be limited to the side.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. For example, a person skilled in the art can change the material, size and the like of each constituent element depending on the application field or can combine or substitute the embodiments in a form not clearly disclosed in the embodiment of the present invention, Of the range. Therefore, it should be understood that the above-described embodiments are to be considered in all respects as illustrative and not restrictive, and that such modified embodiments are included in the technical idea described in the claims of the present invention.

10: ship 11: duct kill
100: horizontal transfer unit 200: vertical transfer unit
300: opening and closing part 400: docking part

Claims

A horizontal transfer unit disposed along the inside of the duct kill under the cargo hold of the ship,
A vertical transfer portion extending from the bow or stern end of the duct kill toward the upper deck of the vessel;
Including the opening and closing portion formed at the point connected to the duct kill at each bottom of the cargo hold
Ship having cargo handling device using duct kill.

The method of claim 1,
The bottom of the cargo hold
It is formed in the shape of the hopper inclined toward the opening and closing portion
Ship having cargo handling device using duct kill.

The method of claim 1,
The horizontal transfer unit
Characterized in that the belt conveyor device formed along the interior of the duct kill
Ship having cargo handling device using duct kill.

The method of claim 1,
The vertical transfer unit
A vertical pipe member connecting the duct kill and the upper deck;
It includes a screw feeder or a bucket elevator installed in the vertical direction in the vertical pipe member
Ship having cargo handling device using duct kill.

The method of claim 1,
The opening and closing part
A hole formed at a connection point between the cargo hold and the duct kill,
A door part provided in the hole part;
And a first actuator paired to move the door part within a predetermined stroke range to open and close the hole part.
Ship having cargo handling device using duct kill.

The method of claim 1,
The vessel is
It further comprises a docking unit provided in the cargo terminal and connected to the docking device disposed below the sea surface
Ship having cargo handling device using duct kill.

The method of claim 6,
The docking unit
A docking hole formed from an outer surface of the vessel to a bow or stern end of the duct kill,
A hatch provided in the docking hole;
And a second actuator for moving the hatch portion within a predetermined stroke range to open and close the docking hole.
Ship having cargo handling device using duct kill.