53results about "Hull reinforcements" patented technology

Disclosed is a device for mounting a tank in a ship (1). Said device comprises at least two foundations (4) which are fastened to the hull at a distance from each other in the longitudinal or transversal direction of the ship (1) and each of which supports one saddle (6) that is adapted to the shape of the tank (3) and is used for accommodating the tank (3). The inventive device further comprises an insulating layer (8) that is provided on each saddle (6) to thermally insulate the foundations (4) relative to the tank (3) as well as safety mechanisms (10; 12; 15) for mounting the tank (3) on the foundations (4), said safety mechanisms (10; 12; 15) allowing a relative movement between the tank (3) and at least one foundation (4) on the insulating layer (8) in the longitudinal direction of the tank. Each saddle (6) is fastened directly to the tank (3) and has a planar bottom face (7) while each foundation (4) has a planar top face (5), all bottom and top faces (7; 5) being parallel to one another. The insulating layer (8) is disposed between the bottom face (7) of the saddle (6) and the top face (5) of the associated foundation (4) while the safety mechanisms (10; 12; 15) allow a limited relative movement between each saddle (6) and the foundation (4) thereof on or in the insulating layer (8).

A method for integrating a large-calibre gun on a ship, including connecting a turret having an armament of a lad gun with a calibre >127 mm in a modular configuration to an adaptor plate and a shock-absorbing mounting, and installing the turret on the ship so that an existing steel structure of the ship withstands increased recoil forces from the armament.

The invention regards a system for support of a vertical cargo tank (4, 40) resting on an insulation layer (15) against the hull of a vessel (41). Vertical forces are supported through the base of the tank. Horizontal forces are supported by support point pairs (8). These pairs are designed to direct applied forces generally through the middle of the shell (23) of the tank in order not to apply bending moment to the shell of the tank. The base of the tank is flexible to generally distributed transferring forces from the tank directly to the bottom (7)of the vessel in order not to apply bending moment to the shell of the tank nor to the bottom of the vessel.

A propulsion system (102) for an aquatic vessel (100) is provided. The propulsion system includes a plurality of Magnus-type rotors (108) and a drive arrangement (147) for rotating the plurality of Magnus-type rotors. The plurality of Magnus-type rotors are operable to rotate about corresponding substantially upright axes. The propulsion system also includes a control arrangement (150) for controlling the drive arrangement to vary rates of rotations of the plurality of Magnus-type rotors. Each of the plurality of Magnus-type rotors includes a hollow region (116) therein. Each of the Magnus-type rotors is rotationally supported onto a support arrangement (118) which extends into the hollow region. The drive arrangement includes at least one motor (148) disposed in the hollow region and located outside the support arrangement such that the at least one motor is accessible for maintenance. Furthermore, the at least one Magnus-type rotor includes a ventilation aperture arrangement (132) for enabling an upward movement of air to occur in operation within the at least one Magnus-type rotor for ventilating and cooling the drive arrangement and/or other internal components.

There are disclosed systems and methods for supporting cargo tanks within the hold of a liquefied gas carrier by establishing a series of spaced-apart pedestals along the longitudinal axis of a tank, said pedestals positioned in conjunction with the ship's structural components. These pedestals are of wood or other suitable thermal insulating and load bearing material fixed to the tank below its circumferential diameter along both the starboard and port tank sides. The pedestals rest on structural longitudinal stringers laying port and starboard in the horizontal plane and fixed and supported by the ship's hull structure. Longitudinal and transverse pedestal movement is controlled by stops attached to the stringers at one or more of the pedestals. The stops contact the pedestals via bearing pads which constrain the pedestal in one direction but permit its movement in another.

The invention provides an independent liquid tank supporting structure, comprising an upper supporting part, a pressure-bearing insulating part and a lower supporting part. The upper supporting part comprises an upper web and an upper panel, the top end and the bottom end of the upper web are connected fixedly with a liquid tank floor board and the upper panel; the lower supporting part comprises a lower web and a lower panel, and the top end and the bottom end of the lower web are connected fixedly with the lower panel and the inner bottom of a hull; the pressure-bearing insulating part is installed between the upper panel and the lower panel and comprises laminated wood fixedly connected with the upper panel, an epoxy resin layer fixedly connected with the lower panel, and a stainless steel plate positioned between the laminated wood and the epoxy resin layer and capable of moving horizontally relative to the laminated wood; the stainless steel plate is fixedly connected with the epoxy resin layer. The independent liquid tank supporting structure can effectively bear static and dynamic loads generated by an independent liquid tank and low-temperature liquid cargoes loaded in the independent liquid tank, and has certain flexibility; relative displacements and deformation are allowed to exist between the independent liquid tank and the hull structure; the low temperature of the independent liquid tank can be effectively avoided being transmitted to the hull.

The invention relates to a method for producing a vessel hull (1) for use as a hull of an FPSO or FSO, comprising producing a vessel hull with a stern portion (2), a bow portion (3) and a central portion (4), arranging a deck (6) on the hull, for supporting processing modules, arranging hydrocarbon storage tanks inside the hull, providing the hull with an anchoring connection arrangement (7), characterized by arranging process module reinforcements (8) in the deck for supporting the hydrocarbon process modules, providing both longitudinal hull sides with mooring line connection reinforcements (9) at or near the bow portion, arranging riser connection reinforcements (10, 14) on one or more longitudinal hull sides, in between the mooring line connection reinforcements in longitudinal direction, for a riser balcony (28, 29), and providing the bow portion with turret reinforcements (11, 12).

A support structure for auxiliary machinery in a seagoing vessel, the support structure comprising a trussed frame supporting a mounting plate at an elevated height above the bottom or deck of the vessel, the mounting plate being adapted to support auxiliary machinery, the trussed frame comprising beams arranged in triangles along the sides and ends of the frame, whereby the frame elevates the machinery and provides ready access to the underside of the machinery.

A watercraft floating in water including a deck and a motor isolated from the deck. In an embodiment of the invention, the watercraft includes a frame comprising cross-members for supporting the deck. The watercraft further includes a dampening assembly connecting the motor to the components of the watercraft floating in the water while isolating the motor from the deck of the watercraft. The dampening assembly allows the vibrations generated by the motor to be transferred into the water in order to reduce the overall vibration in the deck.

An ocean floating body structure, wherein production facilities can be mounted on an upper deck 12 of a floating body. The bottom surface of the upper deck 12 is provided with: transverse reinforcingmembers 40 extending in the width direction of the floating body 10; and vertical reinforcing members 41 extending in the longitudinal direction of the floating body 10. At least some of the pluralityof points on the top surface of the upper deck 12, where the transverse reinforcing members 40 and the vertical reinforcing members 41 intersect each other, are stool installation portions 43 on which stools 30 for supporting the production facilities 20 can be installed.

This invention discloses a ship comprising an inclined part, a plane part and a tail part of the streamline part, wherein the inclined part is arranged at the ship tail and the depth of the inclined part is deepening toward along the slop of the lower surface of the incline part; the plane part is coupled to the front part of the inclined part and extend a certain length horizontally and forward; the streamline part is coupled to the front part of the plane part and is coupled to the bottom of the ship when the streamline part is inclined is inclined along the lower surface of the streamline part and is deepened forward; and the middle part of the streamline part is extended forward and reaches upward to the predetermined range from the ship tail such that the ship tail is formed.

A bracket for mounting a thruster to a boat includes a horizontal neck portion, an upper mounting support portion, a support plate portion that extends downward from the upper mounting support portion, and an enclosure portion. The support plate portion and the rear of the upper mounting support portion form a transom-facing surface in a plane that is generally at a right angle relative to a horizontal plane, within a small range of angles. The transom-facing surface can angled to match the angle of the transom of a boat to which the thruster bracket is mounted. A thruster can be mounted to the thruster bracket at a level where the thruster will be out of the water when the boat is moving fast and up on plane, and will be in the water when the boat is moving very slow.

The invention relates to a ship body structure deeply coupled with a water jet propulsion device, which belongs to the technical field of ship design. The ship body structure comprises a ship body anda water jet propulsion device, wherein a tunnel for mounting the water jet propulsion device is arranged at the bottom of the tail of the ship body; and the water jet propulsion device is arranged inthe tunnel. The axis of the tunnel is located below the waterline, and the water jet propulsion device is integrally embedded into the tunnel and connected with the transmission shaft. According to the ship structure, the water jet propulsion device and the ship body structure are integrated and coupled with water power, the problem that the propulsion efficiency of a water jet propulsion ship within the navigation speed range of 18-30 kn is low can be solved, integration of the ship body and a propeller from the structure to the water power performance is achieved, and further development ofthe ship structure and the propulsion technology is promoted. The water jet propulsion ship disclosed by the invention has excellent rapidity, maneuverability and cavitation resistance of the propeller within a relatively wide navigation speed range.

A reinforcement grid for a vessel includes a plurality of spaced-apart, generally vertically extending walls coupled by lateral floor sections and lateral walls which are coupled to stringers, the transom, and the bottom of the vessel hull to strengthen the transom, thereby allowing a greater number of higher horsepower engines to be mounted to the vessel.

A natural gas liquefaction vessel including an increased deadweight tonnage, as compared to a liquefied natural gas carrier (LNGC) of a comparably-sized ship, is achieved by reducing the LNGC's cargo capacity. This difference creates room on the port and starboard sides of cargo tanks to increase the size of the adjacent wing tanks. The increased size of the wing tanks occupy the space created by the reduced cargo tank size of the vessel and may support a larger upper trunk deck. The ballast wing tanks and smaller cargo tanks increase the deadweight available. With this approach, the larger upper trunk deck of the vessel is able to support an efficient floating liquefaction plant that improves the LNG value chain because it is capable of producing 2.0-3.0 MTPA in the footprint of a standard vessel hull, such as for example a Q-Max hull.

The invention discloses a ship high-stress joint structure which comprises a horizontally-arranged platform plate, longitudinal cabin wall plates vertically arranged on the platform plate in the longitudinal direction, oblique side plates obliquely arranged on the intersections of the platform plate and the longitudinal cabin wall plates, rib plates perpendicular to the platform plate and the longitudinal cabin wall plates, and wrist plates fixedly connected with the lower surfaces of the rib plates and the platform plate. The lower ends of the longitudinal cabin wall plates stretch out from the connecting positions of the longitudinal cabin wall plates and the platform plate, and cutting grooves used for enabling the longitudinal cabin wall plates to penetrate through are formed in the corners of the rib plates. According to the ship high-stress joint structure, the structure is simple, on-site manufacturing and mounting are convenient, the lower ends of the longitudinal cabin wall plates stretch out from the connecting positions of the longitudinal cabin wall plates and the platform plate by 30-50 mm, the rib plates and the wrist plates are arranged, thus joint stress can be downwards transmitted, the situation of stress concentration at a joint is remarkably reduced accordingly, the stress at the joint is greatly reduced, and the structural weight of a ship is effectively reduced.