WO2015166982A1

WO2015166982A1 - Ship

Info

Publication number: WO2015166982A1
Application number: PCT/JP2015/062969
Authority: WO
Inventors: 泰史塚本; 賢石橋
Original assignee: 三菱重工業株式会社
Priority date: 2014-04-30
Filing date: 2015-04-30
Publication date: 2015-11-05
Also published as: CN106068224A; JP2015209188A; KR101853223B1; CN106068224B; KR20160114725A; JP6206771B2

Abstract

The present invention comprises a hull (1) that has an outer plate (4) which forms left and right broadsides (2) and a ship bottom (3). A double bottom pipe passage (71), which is a space disposed at the ship bottom (3) side and extending in the bow-stern direction, and a pair of broadside cofferdams (73), which are spaces disposed at both sides in the ship width direction and extending upwards while in contact along the outer plate (4) from the ship bottom (3) side towards both sides in the ship width direction, are formed inside the hull (1). By guiding water that has been introduced into the broadside cofferdams (73) to the double bottom pipe passage (71), the centre of gravity is lowered.

Description

Ship

The present invention relates to a ship.
This application claims priority based on Japanese Patent Application No. 2014-094019 filed in Japan on April 30, 2014, the contents of which are incorporated herein by reference.

The ship is designed so that it can be restored to its normal position even if it is tilted to the left or right.
Due to the strengthening of the stability regulations at the time of damage, ships have become more demanding of the remaining stability after being damaged and flooded.
If a ship is inundated due to damage, this inundation affects the stability. Therefore, it is required to secure the necessary restoring force even during flooding.

For example, Patent Document 1 discloses a method for ensuring the stability of a ship when damaged. The ship of this patent document 1 lowers the center of gravity by introducing seawater that has been submerged in the hull due to damage into a space formed in the center in the ship width direction near the ship bottom.
The ship of this patent document 1 has provided the opening part in the position which sunk in the final equilibrium state at the time of damage. This ship guides the water introduced from the opening to the cofferdam. This guided water is introduced into a space near the bottom of the ship through the cofferdam. The cofferdam is generally not in contact with the outer skins on the left and right sides of the hull. The cofferdam is spaced apart from the outer plate and provided on the center side in the ship width direction.

JP 2008-94345 A

In the technique of Patent Document 1, water is introduced into a space at the bottom of the ship only after the opening is submerged in water. For this reason, for example, considerable time is required from the start of water immersion due to damage to the outer plate to the securing of stability.
In the technique of Patent Document 1, water is introduced only into other spaces such as an engine room, a cargo hold, and a ballast tank without water being introduced into the space near the bottom of the ship when the outer skin on the side is damaged. Once this is done, the center of gravity cannot be lowered properly. Therefore, it may be difficult for the ship of Patent Document 1 to ensure stability.

This invention aims at providing the ship which can ensure the stability at the time of damage appropriately.

In the first aspect of the present invention, the ship includes a hull having outer plates that form the left and right sides and the bottom of the ship. In this ship, a double bottom pipe passage, which is a space arranged on the ship bottom side and extending in the bow-stern direction, is formed inside the hull. In this ship, a pair is arranged on both sides in the width direction of the ship, and a ridge-side cofferdam that is a space extending upward while touching the outer plate as it goes from the bottom side to the outside in the width direction of the ship is further formed. .

The ship is formed with the outer cofferdam in contact with the outer plate. Therefore, when the outer plate is damaged due to a collision or the like, water is introduced from the outside into the coffin dam on the heel side through the damaged portion. The water introduced into the shore side cofferdam in this manner flows downward along the outer plate in the heel side cofferdam. The water introduced into the coffin dam is then introduced into a double bottom pipe passage that communicates with the cofferdam. Thereby, the center of gravity of the hull can be lowered.

In the second aspect of the present invention, the ship may be formed such that the pair of side cofferdams in the first aspect are located at the same fore-and-aft position. The ship of this second aspect is a space that divides the inside of the hull in the fore-and-aft direction between the pair of side cofferdams inside the hull, and has a lower end communicating with the double bottom pipe passage. A cofferdam may be formed.

When damage occurs near the fore-and-aft position of the center-side cofferdam on the outer plate, water is introduced into the inner area of the hull demarcated by the center-side cofferdam, and at the same time, water is also introduced into the side cofferdam. As a result, even if the stability is lowered due to the introduction of water into the area partitioned by the central cofferdam, the water is also introduced into the double bottom pipe passage that greatly contributes to the improvement of the stability. Therefore, stability is ensured for the entire hull.

In the third aspect of the present invention, the ship is disposed inside the hull in the second aspect, the engine room in which the main engine is disposed, the bow side of the engine room, and the upper side of the double bottom pipe passage. A cargo hold may be formed. The center side cofferdam may partition the engine room and the cargo hold in the bow-stern direction.

This will place the shore side cofferdam at the boundary between the engine room and the cargo hold. Therefore, when damage occurs in the vicinity of the boundary between the engine room and the cargo hold in the outer shell on the shore side, water is introduced into the engine room and the cargo hold, and at the same time, water is also introduced into the heel side cofferdam. Therefore, even if water stability is reduced by introducing water into the engine room or cargo hold, water is also introduced into the double bottom pipe passage that greatly contributes to the improvement of stability. As a result, stability is ensured for the entire hull.

According to a fourth aspect of the present invention, in the third aspect, the ship includes a fuel tank in which the fuel of the main engine is accommodated in each of the center side cofferdam and the pair of side cofferdams inside the hull. You may have.

This makes it possible to efficiently use the arrangement space between the central cofferdam and the coffin dam.

In the fifth aspect of the present invention, the ship may have a ballast tank in which the hull according to any one of the first to fourth aspects has a pair disposed on both sides in the width direction of the ship. . The said side cofferdam may be arrange | positioned adjacent to either one side of the bow-stern direction of a pair of said ballast tank.

If this causes damage near the ballast tank on the outer plate, water is introduced into the ballast tank and at the same time, water is introduced into the cofferdam. Therefore, even if the stability is lowered by introducing water into the ballast tank, the water is also introduced into the double bottom pipe passage that greatly contributes to the improvement of the stability. Therefore, stability is ensured for the entire hull.

According to the ship of the present invention, the stability at the time of damage can be ensured appropriately.

It is a side view of the ship concerning the embodiment of the present invention. It is a schematic diagram which shows the positional relationship of an engine room, a shore side cofferdam, a center side cofferdam, a ballast tank, a fuel tank, and a double bottom pipe passage when the ship which concerns on embodiment of this invention is seen from the side. FIG. 3 is a cross-sectional view taken along line AA in FIG. 2. FIG. 3 is a sectional view taken along line BB in FIG. FIG. 3 is a cross-sectional view taken along the line CC of FIG. FIG. 3 is a DD sectional view of FIG. 2. It is a side view of the ship of the modification of embodiment which concerns on this invention.

Hereinafter, a ship according to an embodiment of the present invention will be described in detail with reference to FIGS.
As shown in FIGS. 1 and 2, the ship 100 includes a hull 1, a plurality of LNG tanks 45, and a continuous tank cover 50. Inside the hull 1, a water conveyance section 70 at the time of damage is formed.
In the present embodiment, an LNG ship that transports liquefied natural gas (LNG) as the ship 100 will be described as an example. However, the ship type of the ship 100 is not limited to a specific type. Various ship types, such as a transport ship and a passenger ship for transporting other resources and cargoes, can be employed.

The hull 1 has a skin 4 that forms left and right sides 2 and a ship bottom 3. The outer plate 4 includes a boat side outer plate 4 a that forms the left and right boat sides 2 and a ship bottom outer plate 4 b that forms the ship bottom 3. As shown in FIGS. 3 to 6, the hull 1 is formed in a box shape with a cross section perpendicular to the bow-stern direction by the outer plate 4.

Inside the hull 1, an engine room 10, a cargo hold 20, a ballast tank 30 and a fuel tank 40 are provided.
The engine room 10 is provided in a portion on the stern side inside the hull 1. A main engine 11 (not shown) is arranged in the engine room 10. The main engine 11 drives a screw 5 provided at the stern of the hull 1. On the upper deck 6 directly above the engine room 10, an upper structure 60 such as a wheelhouse or a living area is provided.

The cargo hold 20 is provided in the bow side of the engine room 10 inside the hull 1. The cargo hold 20 has a receiving recess 21 that is recessed from the upper deck 6 toward the bottom 3 and extends in the bow-stern direction. In the cargo hold 20, a plurality (three in this embodiment) of partition walls 22 that divide the space in the accommodation recess 21 in the bow-stern direction are provided. Thus, a plurality (four in this embodiment) of storage compartments 23 are formed in the storage recess 21 so as to be arranged in the bow-stern direction.

A plurality of ballast tanks 30 are provided inside the hull 1. These ballast tanks 30 are arranged, for example, along the left and right outer plates 4 of the hull 1. 1 and 2, only the ballast tank 30 arranged in the accommodation section 23 on the most stern side in the cargo hold 20 is shown, and the others are not shown. Hereinafter, only the illustrated ballast tank 30 will be described, and description of the other ballast tanks 30 will be omitted.

As shown in FIG. 5, among the plurality of ballast tanks 30, the ballast tanks 30 arranged in the accommodation section 23 closest to the stern side are respectively provided on both sides in the ship width direction inside the hull 1. That is, a pair of ballast tanks 30 is provided on the left and right sides of the hull 1 with a space in the ship width direction. The pair of ballast tanks 30 extends upward along the ship side from the ship bottom 3 toward the outside in the ship width direction from the center in the ship width direction. These ballast tanks 30 are arranged so as to be in contact with the ship bottom outer plate 4b forming the ship bottom 3 and the dredging side outer plate 4a forming the dredging side 2, respectively.

As shown in FIGS. 1 and 2, these ballast tanks 30 are spaced apart from the boundary between the cargo hold 20 and the engine room 10 toward the bow side and are disposed at the same position in the bow-stern direction.
Inside these ballast tanks 30, spaces capable of accommodating ballast water are formed. By introducing ballast water into this space, the weight of the hull 1 and the position of the center of gravity are adjusted.

As shown in FIGS. 1, 2, 3, and 4, the fuel tank 40 is provided in the accommodation section 23 on the most stern side of the cargo hold 20. A pair of fuel tanks 40 are provided in the housing section 23 on the most stern side so as to be separated in the ship width direction. That is, a pair of fuel tanks 40 are provided on the left and right sides of the hull 1 at intervals in the ship width direction. As shown in FIGS. 3 and 4, these fuel tanks 40 are arranged at positions spaced from the left and right outer plates 4 inside the hull 1 inward in the ship width direction and upwardly from the ship bottom outer plate 4 b. ing. These fuel tanks 40 are arranged at the same position in the bow-stern direction. More specifically, as shown in FIGS. 1 and 2, the pair of fuel tanks 40 is in contact with the boundary between the cargo hold 20 and the engine room 10, and the bow side is in contact with the pair of ballast tanks 30. Each is arranged.
In the fuel tank 40, a space capable of accommodating fuel used in the main engine 11 is formed. The fuel in the fuel tank 40 can be introduced into the main engine 11 via a fuel pipe (not shown).

As shown in FIG. 1, a plurality of LNG tanks 45 are arranged in the accommodating recess 21 of the cargo hold 20 along the bow-stern direction. In the present embodiment, one LNG tank 45 is disposed in each of the plurality of storage compartments 23. Each of these LNG tanks 45 is formed in a spherical shape. Only the lower hemisphere portion of these LNG tanks 45 is disposed in the storage compartment 23. The upper hemisphere portion of these LNG tanks 45 is arranged so as to protrude upward from the upper deck 6. The lower hemisphere portion of the LNG tank 45 is supported by a support portion (not shown) provided in each storage compartment 23.
The ballast tank 30 and the fuel tank 40 described above are arranged on both sides in the ship width direction of the LNG tank 45 of the accommodation section 23 on the most stern side. More specifically, the ballast tank 30 and the fuel tank 40 are arranged so as to avoid the LNG tank 45 in the stern side of the center of the LNG tank in the stern direction so as not to erode the arrangement space of the LNG tank 45. Has been.

The continuous tank cover 50 is a cover for covering the LNG tank 45. As shown in FIG. 1, the continuous tank cover 50 is disposed so as to continuously cover the plurality of LNG tanks 45 in the bow-stern direction. The continuous tank cover 50 is formed in an arch shape (gate shape) surrounding the upper part of the LNG tank 45 in a cross section orthogonal to the bow-stern direction. An end portion on the bow side of the continuous tank cover 50 is formed so as to taper toward the bow side. The stern end of the continuous tank cover 50 is formed so as to taper toward the stern side.

Next, the damaged water conveyance section 70 formed in the hull 1 will be described. The damaged water conveyance section 70 is formed of a double bottom pipe passage 71, a center side cofferdam 72, and a pair of ridge side cofferdams 73.

As shown in FIGS. 1 to 6, the double bottom pipe passage 71 is a space formed inside the hull 1 in the center of the ship width direction and on the ship bottom 3 side and extending in the bow-stern direction. More specifically, the double bottom pipe passage 71 is a space extending in the fore-and-aft direction formed in the double bottom at the bottom of the cargo hold 20. The double bottom pipe passage 71 is defined between the bottom plate of the housing recess 21 in the cargo hold 20 and the ship bottom outer plate 4b. The cargo hold 20 is located above the double bottom pipe passage 71. In the double bottom pipe passage 71, various pipes (not shown) such as pipes for connecting a plurality of ballast tanks 30 (including a ballast tank not shown) to each other are provided.

As shown in FIGS. 1 and 2, the stern end of the double bottom pipe passage 71 reaches the boundary between the engine room 10 and the cargo hold 20. The bow side end of the double bottom pipe passage 71 reaches the bow side end of the cargo hold 20. As shown in FIGS. 3 to 6, the double bottom pipe passage 71 has a cross-sectional shape perpendicular to the bow-stern direction with the ship width direction as the longitudinal direction. The dimension of the double bottom pipe passage 71 in the ship width direction is set smaller than the ship width of the hull 1. That is, both ends of the double bottom pipe passage 71 in the ship width direction are separated from the shore side outer plate 4a forming the shore side 2 inward in the ship width direction.

As shown in FIGS. 1 to 3, a central cofferdam 72 is formed at the boundary between the engine room 10 and the cargo hold 20. The central cofferdam 72 is a space separating the engine room 10 and the cargo hold 20. The center side cofferdam 72 is formed between a wall plate serving as a boundary between the engine room 10 and the cargo hold 20 and a wall plate on the stern side of the accommodating recess 21 disposed away from the wall plate in the bow direction. Has been.

The center side cofferdam 72 extends in the vertical direction of the hull 1. That is, the upper end of the center side cofferdam 72 reaches the upper deck 6. The lower end of the center side cofferdam 72 reaches a double bottom pipe passage 71. The ends of both sides of the center side cofferdam 72 in the ship width direction are disposed at a distance from the shore side outer plate 4a constituting the shore side 2 and the inside in the ship width direction. That is, the ends of the center side cofferdam 72 on both sides in the width direction of the ship are spaced apart from the shore side outer plate 4a on the inner side in the width direction of the ship.
The lower end of the center side cofferdam 72 is connected to the double bottom pipe passage 71. That is, the lower end of the center side cofferdam 72 is communicated with the double bottom pipe passage 71.

As shown in FIGS. 1 to 4, a pair of coffin dams 73 are formed on both sides in the ship width direction in the hull 1 at intervals in the ship width direction. These coffin dams 73 are spaces. The pair of dredging side cofferdams 73 includes the outer plate 4 including the dredging side outer plate 4a and the ship bottom outer plate 4b, and a wall plate that is disposed on both sides of the outer plate 4 in the ship width direction and defines the side wall of the housing recess 21. It is formed between. As a result, the pair of dredging cofferdams 73 extends along the outer plate 4 from the bottom 3 side toward the both sides in the ship width direction, that is, from the bottom 3 side toward the outside in the width direction, respectively. The plate 4 extends upward while in contact with the plate 4.

The upper end of this side cofferdam 73 reaches the upper deck 6 respectively. The lower end of the heel side cofferdam 73 is connected to the double bottom pipe passage 71 respectively. In other words, the lower end of the coffin dam 73 is in communication with the double bottom pipe passage 71. Thus, the heel side cofferdam 73 is formed so as to contact the outer plate 4 from the double bottom pipe passage 71 to the upper deck 6.

The pair of shore side cofferdams 73 are arranged at the same position in the bow-stern direction. The pair of shore side cofferdams 73 are respectively disposed at the bow and tail direction positions including the boundary between the engine room 10 and the cargo hold 20. Accordingly, the pair of shore side cofferdams 73 are disposed at the same position as the center side cofferdam 72 in the bow-stern direction, respectively. In the present embodiment, the stern side ends of the pair of side cofferdams 73 are arranged so as to coincide with the boundary between the engine room 10 and the cargo hold 20. In other words, the stern side ends of the pair of shore side cofferdams 73 are disposed so as to contact the engine room 10.
The upper portions of the pair of shore side cofferdams 73 are disposed away from the center side cofferdam 72 in the ship width direction. In the present embodiment, the lower portions of the pair of heel side cofferdams 73 are connected to the center side cofferdam 72 from the width direction. In other words, the lower portions of the pair of ridge side cofferdams 73 communicate with the center side cofferdam 72.

The size of the pair of shore side cofferdams 73 in the fore-and-aft direction is set larger than the size of the center side cofferdam 72 in the fore-and-aft direction. That is, the size of the pair of shore side cofferdams 73 in the bow-tail direction is set to be larger than the thickness of the center side cofferdam 72. In the present embodiment, the stern side ends of the shore side cofferdam 73 and the center side cofferdam 72 coincide with the boundary between the engine room 10 and the cargo hold 20, respectively. Therefore, in the side view of the hull 1, the side cofferdam 73 is disposed so as to protrude toward the bow side of the center side cofferdam 72.

As shown in FIGS. 3 and 4, the pair of fuel tanks 40 described above are disposed so as to be accommodated between the pair of ridge side cofferdams 73 and the center side cofferdam 72. That is, the pair of tanks are arranged so as to be sandwiched between the center side cofferdam 72 and the shore side cofferdam 73 from the ship width direction, respectively. The wall plate on the inner side in the ship width direction forming the shore side cofferdam 73 has a portion extending in the ship width direction. The fuel tank 40 is placed on the part extending in the ship width direction so as to contact the part extending in the ship width direction.

As shown in FIGS. 1 and 2, the pair of coffin dams 73 are disposed adjacent to the stern side of the pair of ballast tanks 30. That is, the shore side cofferdam 73 is in contact with the pair of ballast tanks 30 from the stern side. As a result, the stern side ends of the pair of shore side cofferdams 73 are in contact with the engine room 10 over the entire region in the ship height direction. Ends on the bow side of the pair of side cofferdams 73 are in contact with the ballast tank 30. That is, the pair of shore side cofferdams 73 is disposed so as to be sandwiched between the engine room 10 and the ballast tank 30 in the bow-stern direction.

The damaged water conveyance section 70 is formed in the ship body by a double bottom pipe passage 71, a center side cofferdam 72, and a shore side cofferdam 73. The water conveyance section 70 at the time of damage is formed as one space by the double bottom pipe passage 71, the center side cofferdam 72, and the eaves side cofferdam 73 communicating with each other. Here, the double bottom pipe passage 71 is formed along the ship bottom 3. The central cofferdam 72 extends upward from the stern end. The shore side cofferdam 73 extends upward while contacting along the outer plate 4 from the double bottom pipe passage 71 toward the both sides in the ship width direction.

Next, the operation of the ship 100 according to this embodiment will be described.
When an accident such as a collision occurs during the navigation of the ship 100, the outer plate 4 may be damaged. At this time, if the damaged part is the same position in the bow-stern direction as the shore side cofferdam 73 in the shore side outer plate 4a, water is introduced from the outside into the shore side cofferdam 73 through the damaged part of the shore side outer plate 4a. That is, since the coffin dam 73 is formed so as to be in contact with the outer plate 4, if the coffin outer plate 4 a is damaged, water is first introduced into the coffin dam 73.

The water introduced into the side cofferdam 73 flows downward along the inner side of the side outer plate 4a and the ship bottom outer plate 4b in the side cofferdam 73. That is, the water introduced into the shore side cofferdam 73 flows toward the ship bottom 3. Since the lower end of the coffin dam 73 is in communication with the double bottom pipe passage 71, the water flowing through the coffin dam 73 is introduced into the double bottom pipe passage 71. In this way, the water introduced into the hull 1 from the outside through the damaged portion of the outer plate 4 is sequentially introduced into the double bottom pipe passage 71, whereby the weight of the ship bottom 3 side in the hull 1 can be increased. . As a result, the center of gravity of the hull 1 including the weight of water to be introduced transitions to the bottom 3 side. As described above, when the center of gravity of the hull 1 is lowered, the stability of the ship 100 is generally increased. As a result, the safety level of the ship 100 at the time of damage can be improved.

Thus, in this embodiment, water can be directly introduced into the double bottom pipe passage 71 that contributes most to the improvement in stability through the damaged part of the outer plate 4 (particularly the heel-side outer plate 4a). Therefore, it is possible to quickly and appropriately secure the stability at the time of damage.

Further, since the pair of shore side cofferdams 73 are disposed at the same position as the center side cofferdam 72 in the fore-and-aft direction, both sides of the fore-and-aft direction of the center side cofferdam 72 are damaged through the damaged portion of the outer plate 4 When water is introduced into this area, water is also introduced into the coffin dam 73 at the same time.
In particular, in the present embodiment, since the center side cofferdam 72 partitions the engine room 10 and the cargo hold 20, the heel side cofferdam 73 is arranged at the boundary between the engine room 10 and the cargo hold 20. Therefore, when damage occurs in the vicinity of the boundary between the engine room 10 and the cargo hold 20 in the heel side outer plate 4a, water is introduced into the engine room 10 and the cargo hold 20 and water is also introduced into the heel side cofferdam 73 at the same time. be introduced.

Here, since the position of the engine room 10 and the cargo hold 20 in the ship height direction is higher than the double bottom pipe passage 71, water is temporarily introduced only into the engine room 10 and the cargo hold 20 from the outside. The center of gravity cannot be lowered properly. Therefore, in some cases, the stability of the hull 1 may be reduced.
On the other hand, in the present embodiment, water is introduced into the double bottom pipe passage 71 in addition to the engine room 10 and the cargo hold 20 in the case of the damage, so that the water is introduced into the engine room 10 and the cargo hold 20. Even if is introduced, the center of gravity of the hull 1 can be appropriately shifted to the bottom 3 side. Accordingly, it is possible to appropriately ensure the stability of the hull 1 at the time of damage.

Further, since the fuel tank 40 is provided between the center side cofferdam 72 and the pair of coffin dams 73 inside the hull 1, the arrangement space between the center side cofferdam 72 and the coffin dam 73 is efficient. Can be used for

Furthermore, since the dredging cofferdam 73 and the ballast tank 30 are disposed adjacent to each other in the bow-stern direction, water is introduced into the ballast tank 30 from the outside when damage occurs in the vicinity of the ballast tank 30 in the dredging outer plate 4a. At the same time, water is also introduced into the coffin dam 73 on the shore side. Thus, as described above, even when water is introduced into the ballast tank 30, it is possible to introduce water into the double bottom pipe passage 71 that contributes most to the reduction in the center of gravity via the coffin dam 73. Therefore, it is possible to appropriately ensure the stability of the hull 1 at the time of damage.

In particular, in this embodiment, the stern side end of the shore side cofferdam 73 is in contact with the boundary between the engine room 10 and the cargo hold 20. In addition, in the present embodiment, the bow side end portion of the shore side cofferdam 73 is in contact with the ballast tank 30 disposed on the most stern side in the cargo hold 20. In other words, the side cofferdam 73 is disposed so as to be sandwiched between the engine room 10 and the ballast tank 30 disposed on the most stern side in the cargo hold 20 from the stern direction.
As a result, even if the outer plate is damaged and water is introduced into the three compartments of the engine room 10, the cargo hold 20, and the ballast tank 30, the double bottom pipe passage 71 that contributes most to the lowering of the center of gravity. Water can be introduced into the interior. Therefore, the stability of the hull 1 as a whole can be ensured.

The embodiment of the present invention has been described above, but the present invention is not limited to this, and can be appropriately changed without departing from the technical idea of the present invention.

For example, in the embodiment, an example in which a plurality of LNG tanks 45 are covered with one continuous tank cover 50 has been described. However, it is not limited to this, For example, the structure provided with the independent tank cover 51 as shown in the modification of FIG. 7 may be sufficient.
In this modification, each of the plurality of LNG tanks 45 is covered with a single tank cover 51 in the upper hemisphere portion of the LNG tank 45. The single tank cover 51 is formed in a hemispherical shape along the upper hemispherical portion of the LNG tank, and each LNG tank 45 is accommodated inside thereof. Further, a uniform interval is formed between the single tank covers 51 that cover the adjacent LNG tanks 45.

Also in this modified example, since the coffin dam 73 on the heel side is formed as in the embodiment, it is introduced directly into the double bottom pipe passage 71 that contributes most to the improvement of stability through the damaged part of the outer plate 4. be able to. As a result, the stability at the time of damage can be secured promptly and appropriately.

For example, in the embodiment, the heel side cofferdam 73 is arranged at the boundary between the engine room 10 and the cargo hold 20 similarly to the center side cofferdam 72, but is not limited thereto. The side cofferdam 73 may be provided at any position in the bow-stern direction.
In particular, when the outer plate 4 is damaged, the coffin dam 73 on the heel side may be provided in the vicinity of a device or space in which the stability is lowered by introducing water from the damage. As a result, when water is introduced into a device or space whose stability is reduced when damaged, it is possible to introduce water into the double bottom pipe passage 71 that contributes to the most improvement in stability. Therefore, the stability can be improved.

In the embodiment, the center side cofferdam 72 is arranged at the boundary between the engine room 10 and the cargo hold 20. However, the present invention is not limited to this, and the center-side cofferdam 72 may be arranged in another part in the hull 1. For example, instead of the partition wall 22 in the storage recess 21 of the cargo hold 20, the central side cofferdam 72 may be disposed, and the storage section 23 may be formed by the central side cofferdam 72.

At this time, if the side cofferdam 73 is disposed at the same position in the bow-stern direction as the center side cofferdam 72, water is introduced into each of the regions in the hull 1 partitioned by the center side cofferdam 72 when the outer plate 4 is damaged. At the same time, water can be introduced into the double bottom pipe passage 71 via the heel side cofferdam 73. As a result, even if water is introduced into the region within the hull 1 and the stability is lowered, the water is introduced into the double bottom pipe passage 71 that is most effective in improving the stability. Can be secured.

舷 The side cofferdam 73 may be arranged at a different position in the bow direction than the center side cofferdam 72. The pair of coffin dams 73 may be arranged at different positions in the bow-stern direction.

From the standpoint of ensuring stability when water is introduced into the engine room 10 and the cargo hold 20 at the time of damage, at least the engine room 10 and the cargo hold 20 are within the range of the bow-side cofferdam 73 in the fore-and-aft direction. What is necessary is just to form the heel side cofferdam 73 so that a boundary may be located.
At the same time, as long as the ballast tank 30 is disposed in contact with the coffin dam 73 on the shore side, even if water is generated in the three compartments of the engine room 10, the cargo hold 20 and the ballast tank 30, as in the embodiment, Restorability can be ensured by the occurrence of water in the cofferdam 73.

寸法 The setting of the stern side cofferdam 73 in the fore-and-aft direction is optional. Therefore, for example, it is also possible to provide the shore side cofferdam 73 over the entire bow-tail direction of the cargo hold 20 or over the range beyond it. However, an increase in the size of the stern side cofferdam 73 in the fore-and-aft direction leads to an increase in useless space during normal times. Therefore, what is necessary is just to set suitably the arrangement | positioning location and dimension of the side cofferdam 73 according to the need in each ship type.

In the embodiment, the example in which the ballast tank 30 is disposed adjacent to the bow side of the shore side cofferdam 73 has been described. However, the ballast tank 30 may be disposed adjacent to the stern side of the shore side cofferdam 73. In other words, the ballast tank 30 may be disposed so as to be adjacent to either one of the bow-side cofferdams 73 in the bow-stern direction. Also in this case, as in the embodiment, when water is introduced into the ballast tank 30 due to damage to the outer plate 4, water can be introduced into the coffin dam 73 at the same time. Thereby, the stability of the hull 1 can be secured.

In the embodiment, the fuel tank 40 is disposed between the center side cofferdam 72 and the ridge side cofferdam 73. However, the tank is not limited to the fuel tank 40, and tanks, devices, voids, etc. for other purposes may be arranged. As a result, the space in the hull 1 can be effectively used.

In the embodiment, a case has been described in which the outer plate 4 is damaged particularly in the heel side outer plate 4a. However, even if the bottom shell 4b of the outer plate 4 is damaged due to grounding or the like, if the damaged portion is at the same position as the coffin dam 73 in the bow-stern direction, the damaged portion is passed through the damaged portion. Water can be introduced into the side cofferdam 73. As a result, the stability can be ensured as described above.

The present invention can be applied to a ship and can appropriately ensure the stability at the time of damage.

DESCRIPTION OF SYMBOLS 1 ... Hull 2 ... Side 3 ... Ship bottom 4 ... Outer plate 4a ... Outer side outer plate 4b ... Ship bottom outer plate 5 ... Screw 6 ... Upper deck 10 ... Engine room 11 ... Main engine 20 ... Cargo hold 21 ... Containment recess 22 ... Bulkhead 23 ... Container section 30 ... Ballast tank 40 ... Fuel tank 45 ... LNG tank 50 ... Continuous tank cover 51 ... Single tank cover 60 ... Upper structure 70 ... Damage guide section 71 ... Double bottom pipe passage 72 ... Central cofferdam 73 ... Side side Cofferdam 100 ... ship

Claims

It has a hull with skins on the left and right sides and the bottom of the ship,
Inside the hull,
A double bottom pipe passage which is a space arranged on the ship bottom side and extending in the bow-stern direction;
A pair of cofferdams that are arranged on both sides in the ship width direction and that extend upward while touching the outer plate as they go from the ship bottom side toward the outer side in the ship width direction,
A ship that is formed.
The pair of shore side cofferdams are formed at the same fore and aft position,
Inside the hull is a space that is arranged between the pair of shore side cofferdams and divides the inside of the hull in the fore-and-aft direction, and a central side cofferdam that communicates with the double bottom pipe passage is formed at the lower end. The ship according to claim 1.
The hull is inside the hull,
An engine room where the main engine is located;
A cargo hold disposed on the bow side of the engine room and on the upper side of the double bottom pipe passage;
Have
The ship according to claim 2, wherein the central cofferdam partitions the engine room and the cargo hold in a bow-stern direction.
4. The ship according to claim 3, further comprising a fuel tank in which fuel of the main engine is accommodated between each of the center side cofferdam and the pair of side cofferdams inside the hull.
The hull has a ballast tank disposed inside the hull, with a pair disposed on both sides in the width direction of the ship,
The ship according to any one of claims 1 to 4, wherein the shore side cofferdam is disposed adjacent to one side of the bow-stern direction of the pair of ballast tanks.