WO2012083687A1

WO2012083687A1 - Oil carrier without seawater ballast

Info

Publication number: WO2012083687A1
Application number: PCT/CN2011/077421
Authority: WO
Inventors: 张连达
Original assignee: Zhang Lianda
Priority date: 2010-12-22
Filing date: 2011-07-21
Publication date: 2012-06-28
Also published as: CN201914402U

Abstract

An oil carrier without seawater ballast comprises a hull (1) with a V-shaped bottom and a cargo oil hold (2) disposed in the hull (1). The oil carrier saves the expenses for building or maintaining a seawater ballast cabin, reduces the resistance for navigation, and increases the energy efficiency.

Description

Oil tanker without seawater ballast

The utility model relates to the field of ship design and manufacture, in particular to an oil tanker without seawater ballast. Background technique

As shown in Figure 1, at present, except for some old oil tankers built 20 to 30 years ago, the traditional oil tankers have a straight bottom, a cargo tank double-shell structure, and a cargo tank area with a dedicated seawater pressure. The carrier 3 and the head and tail areas are characterized by regulating seawater ballast and grabbing. In order to ensure that there is enough cargo oil to grab the volume of the cargo, the traditional hull is basically a large ship type, and the larger the tonnage, the more full. When the ship is sailing with no load, in order to ensure that the tail propeller is completely submerged under water and to prevent the wave from hitting the first bottom of the ship, the sea ball is usually used to increase the weight of the ship and sink the hull to a certain draught to ensure the ship. Normal sailing.

However, the process of constructing this special seawater ballast tank, the painting, sandblasting workshop and associated equipment and ballast water treatment system must comply with the International Maritime Organization IM0 "Marine Ballast Protection Coating Performance" Standards and the relevant provisions of the International Convention on the Control and Management of Water and Sediment Control of Ships, which greatly increase the shipbuilding cost of oil tankers and the cost of ship maintenance and repair, which has a serious impact on shipbuilders and the ship repair industry. .

Utility model content

In order to reduce the high cost caused by the construction or maintenance of seawater ballast tanks and to save energy, the utility model proposes a new technical solution, the specific contents are as follows:

An oil tanker without seawater ballast, comprising a hull and a cargo tank, wherein the cargo tank is built in a hull, and the bottom of the hull is V-shaped. Under the condition that the ship is below the no-load draught and the ship's no-load displacement is constant, By using the principle of cross-sectional area equivalent, in the length range of the ship, from the traditional flat bottom to the new V-shaped bottom, it is possible to achieve a certain depth of the ship's baseline down, that is, the purpose of increasing the corresponding value of the ship's draught, and the hull and cargo oil The cavity between the grabs is no longer loaded with sea water.

This eliminates the need to be subject to the Performance Standards for Ships for Ballast and Protective Coatings and the International Convention for the Control and Management of Water and Sediment Control of Ships, and is also exempt from the high costs associated with meeting these standards.

Moreover, the front and rear regions of the hull are respectively provided with adjustment cabins, which are fresh water tanks or fuel oil tanks, and the arrangement principle is to comply with the relevant provisions of the ship classification rules for the first and last draughts when the ship is empty. Moreover, when the tanker needs fresh water to wash, the cavity between the hull and the cargo oil can be arranged to wash and grab the fresh water. Meet the needs of users for diverse functions.

In addition, the cargo oil grabs a V-shaped bottom, which makes it easy to remove the residual liquid of the cargo oil. The utility model has the following beneficial effects:

The utility model saves the high cost caused by the construction or maintenance of the seawater ballast tank because the ship has no seawater ballast tank, and at the same time, the ship can be underwater under the condition that the displacement is constant or substantially unchanged. The shape becomes thinner, which reduces hull resistance and saves energy use.

DRAWINGS

Figure 1 is a cross-sectional view of a conventional flat bottom tanker;

Figure 2 is a cross-sectional view of the V-type bottom oil tanker of the present invention.

detailed description

As shown in FIG. 2, the utility model comprises a hull 1 and a cargo oil tank 2, and the cargo oil tank 2 is built in the hull 1. The bottom of the hull 1 and the bottom of the cargo tank 2 are V-shaped. Moreover, the front and rear areas of the hull 1 are respectively provided with an adjustment cabin, which can be a fresh water grab or a fuel tank.

Under the conditions of the ship's no-load draught and the ship's no-load displacement, using the cross-sectional area equivalent principle, the ship's length range, from the traditional flat bottom to the new V-type bottom, can reach the ship's baseline. Moving a certain depth, that is, the purpose of increasing the corresponding value of the draught of the ship, and the cavity 4 between the hull 1 and the cargo tank 2 is no longer loaded with sea water. This V-designed tanker can achieve the same functions as a tanker with a seawater ballast tank without the need for seawater ballast robbing, and is not subject to the Shipborne Ballast Protection Coating Performance Standard and International Ship Pressure. The Convention on the Control of Water and Sediment Control and Management is also exempt from the high costs associated with meeting the above criteria, saving shipbuilding and maintenance costs.

The bottom of the cargo oil is 2 V-shaped, which makes it very easy to clear the residual liquid of the oil.

Moreover, the adjustment cabins respectively arranged in the head and tail regions of the hull 1 are arranged in accordance with the relevant provisions of the ship classification regulations for the first and last drafts of the ship when it is empty. Moreover, when the tanker needs fresh water to wash, the cavity between the hull and the cargo oil can be arranged to wash and grab the fresh water. Meet the needs of users for diverse functions.

Various other changes and modifications may be made by those skilled in the art in light of the above-described technical solutions and concepts, and all such changes and modifications are intended to fall within the scope of the appended claims.

Claims

An oil tanker without seawater ballast, comprising a hull, a cargo tank, the cargo tank being built in the hull, wherein the bottom of the hull is V-shaped.

The seawater ballastless tanker according to claim 1, wherein the front and rear regions of the hull are respectively provided with an adjustment cabin, and the adjustment cabin is a fresh water tank or a fuel oil tank.

A seawater ballastless tanker according to claim 1, wherein said cargo tank bottom portion is V-shaped.