Shallow-draft anti-rolling transport ship form

Abstract

The ship form comprises a stern, a cargo hold section and a bow which are connected in sequence, the length of the stern does not exceed 30% of the length of the whole ship, the length of the bow does not exceed 25% of the length of the whole ship, the stern is of a multi-hull ship type structure, the cargo hold section is of a single-hull ship type structure, and the bottom of the cargo hold section is of a double-layer bottom structure. The ship body is of a double-body ship type structure, the ship body and the two sides of the ship body are each provided with a broadside outward floating structure, the ship body, the cargo hold section and the ship body share one layer of main deck, and the main deck is a plane plate frame. According to the method, the wet surface area and the height of the wave-making wave in the high-speed sailing process are reduced by reducing the draft, so that the wave-making resistance is greatly reduced, and meanwhile, the stability and seakeeping of the ship under the severe sea condition are also considered.

Description

Technical Field

[0001] The invention relates to a ship type, in particular to a shallow draft anti-rolling transport ship type, belonging to the technical field of ships and marine engineering. Background Art

[0002] With the gradual depletion of global energy, the development of new energy faces many cost and technical issues, and the gradual deterioration of the atmospheric environment, energy conservation and emission reduction during ship transportation is of great significance to future technological development.

[0003] The existing drag reduction measures for ships mainly include multi-hull ships, small waterplane area ships, etc. Although the drag reduction effect is relatively obvious, the displacement of the ship is greatly affected. Large transport ships are generally transported across seas and oceans. Under the condition of limited displacement, the economic efficiency of ship transportation is greatly adversely affected. In the existing ship design, a flat bottom structure is generally used in the cargo hold section. In order to ensure that the ship still has the ability to survive in different sea conditions, it is generally solved in two ways: one is to increase the width and control the depth, thereby forming a wide and flat ship; the other is to increase the depth and minimize the width, thereby forming a multi-hull ship or a small waterplane area ship. For conventional transport ships and operational engineering ships, it is rare to increase the speed by reducing the draft, because once the draft of the ship is reduced, the stability and wave resistance of the ship will be greatly challenged in relatively severe sea conditions.

[0004] In addition, as industries such as automobiles gradually move towards intelligence and the Internet of Things becomes ecological, the difficulties encountered by existing ship types in the process of transformation to intelligence are that the main deck layout is too compact and the height of the equipment or structure is too high, which is not conducive to network transmission and intelligent cargo transportation control. As a result, the current intelligent transformation of ship types is limited to local aspects such as equipment life cycle monitoring and equipment automation control, and there is still no intelligent transformation solution for ship operations and cargo transshipment.

[0005] In summary, the existing ship types cannot take into account the requirements of green shipping and displacement. For existing high-speed ships, the displacement is greatly limited; for displacement ships, the speed is greatly limited. In addition, the large amount of exhaust gas released by displacement ships also has an adverse impact on the environment. In addition, the existing ship types still have the problem that the intelligent upgrade of the ship type is greatly limited due to the compact layout of the main deck and the high height of the structure or equipment. Summary of the invention

[0006] The technical problem to be solved by the present invention is: how to make the hull type of the transport ship meet the problem of shallow draft and anti-rolling, and how to upgrade the intelligent operation of the hull type.

[0007] In order to solve the above technical problems, the technical solution of the present invention is to provide a shallow-draft anti-roll transport ship type, including a stern, a cargo hold section and a bow connected in sequence, characterized in that the length of the stern does not exceed 30% of the total ship length, the length of the bow does not exceed 25% of the total ship length, the stern adopts a multi-hull ship type structure, the cargo hold section adopts a monohull ship type structure, and the bottom of the cargo hold section is a double-bottom structure, the bow adopts a catamaran ship type structure, and both sides of the stern and the bow are provided with side flaring structures, the stern, cargo hold section and bow share a main deck, and the main deck is a flat plate frame.

[0008] Preferably, the stern includes a stern cabin located at the upper part, a box-type floating body located in the middle part, and a wide and flat floating body located at the lower part. The stern cabin is connected to the wide and flat floating body through the box-type floating body. The stern cabin is an engine room, and the height of the engine room remains consistent.

[0009] Preferably, the box-type floating body is provided with through openings, which are located at both ends of the hull length direction and are arc-shaped structures. The center of the opening is located at the strong rib section position, and the arc edge of the opening does not exceed the adjacent strong rib section position. The height of the opening and the height of the center position of the opening increase with the distance from the stern end.

[0010] Preferably, the wide and flat buoy is symmetrical on both sides, and the height of the wide and flat buoy remains consistent. The height of the center of the wide and flat buoy increases with the increase of the distance from the stern end. The wide and flat buoy is at least two independent buoys near the stern end, and is an integral buoy near the cargo hold section. In the area between the position near the stern end and the position near the cargo hold section, the wide and flat buoy has a smooth transition in shape. The smooth transition in shape of the wide and flat buoy includes a box-type buoy of the multi-hull ship at the stern and a line transition of the wide and flat buoy. The transition of the box-type buoy is a straight line transition, and the central axis remains unchanged. As the distance from the stern end increases, the width of the box-type buoy increases, and the line transition of the wide and flat buoy is a straight line transition. In the process of transitioning multiple wide and flat buoys to the whole, the welding connection of the multi-body wide and flat buoy and the integral wide and flat buoy is achieved by opening holes in the welding area between the multiple bodies and the whole.

[0011] Preferably, the cabins of the bow and cargo hold section are provided with a watertight longitudinal bulkhead in the ship, and the longitudinal bulkhead divides the cargo hold cabin into two independent second cargo holds, the two independent second cargo holds are symmetrical about the longitudinal bulkhead, and the independent second cargo holds are funnel-shaped, and the bottom of the independent second cargo hold has a square cabin, and the square cabin is used to transfer cargo, and the outer plate of the funnel-shaped second cargo hold of the bow is the outer plate of the bottom of the ship; the bow end wall of the bow is provided with an opening, and the opening is used for the retraction and deployment of the anchor chain, and the cargo hold section is divided into a part close to the stern and a part close to the bow, and the first cargo hold close to the stern is provided with a double bottom, and the double bottom is provided with ear-shaped plates at the bilge positions at both ends, and the first cargo hold close to the bow is provided with a double bottom, which is a conventional hull bilge structure, and the double bottom structure is provided as a ballast tank and a cargo transfer tank. The cargo transfer hold is located below the center of the cargo hold. The connection between the first cargo hold and the first cargo hold in the cargo hold section, the connection between the cargo hold section and the stern, and the connection between the cargo hold section and the bow are all connected by two watertight transverse bulkheads; the height range of each transverse bulkhead is from the main deck to the inner bottom, and the cabin is provided with local structural reinforcement and arc brackets in the area close to the bulkhead. The inner bottom is opened within the scope of the cargo hold and is discontinuous, and is continuous between the two watertight transverse bulkheads. The outer plate of the cargo hold remains watertight within the scope of the cargo hold and is discontinuous between the two watertight transverse bulkheads. The outer plate of the cargo hold is connected between the two watertight transverse bulkheads by pipes. The pipes are used for cargo transfer and are fixed on the watertight transverse bulkheads. The diameter of the pipes does not exceed half of the height of the double bottom structure of the cargo hold section.

[0012] Preferably, the flared structure is transitioned to a double-hull structure in the cargo hold section through a vertically extending profile line along the length of the ship. The cabin space enclosed by the flared structure is a multi-functional cabin. The bottom of the flared structure is transitioned to the inner hull through an arc, and the arc radius transitions smoothly, and the arc radius decreases with increasing distance from the stern end; the inner hull of the flared structure is a flat-plate type at the stern and a shear type at the bow, and the outer hull of the flared structure is a flat-plate type at the stern and bow.

[0013] Preferably, the loading state of the transport ship is one of normal loading, ballast loading and extreme loading:

[0014] Normal loading means that the cargo is loaded according to the standard cabin space requirements, the maximum draft of the transport ship is below the upper cabin, and the box-type buoy is basically submerged below the water surface;

[0015] Ballasting is loading with the cargo hold empty. The minimum water level of the transport ship is above the wide flat buoy, and the box-shaped buoy basically floats above the water surface.

[0016] Extreme loading means that the main deck is submerged below the water surface. The transport ship serves as a transfer station or supply station for cargo collection and transportation, and is used to export cargo to other types of ships. The main deck is a watertight structure, and the exhaust gas from the engine room is purified through the bottom of the ship before being discharged.

[0017] Preferably, the ship type is a universal ship type, and a smoke exhaust opening is reserved on the main deck at the position of the rear engine room. The universal ship type includes one of the following two ship types:

[0018] One type of ship is a ship type with a smoke duct opening, and the main deck is a non-watertight structure. This type of ship is used for normal loading and ballast, and can only be used for navigation and operation conditions;

[0019] Another type of ship is a ship with closed flue openings and a watertight main deck. This type of ship is used for extreme loading. This type of ship is mainly used for transshipment conditions, and can also be used for navigation conditions and operating conditions.

[0020] Preferably, the ship type used for extreme loading is an intelligent operation ship type, with no cargo and equipment arranged on the main deck, and a track for the control and transfer of the cargo transport pipeline is reserved, and the track is permanently welded to the main deck.

[0021] Preferably, the ratio of the length to the beam of the ship type is not less than 4, wherein the length is the total length of the ship type, and the beam is the width of the ship type, excluding the side flaring structure; the ratio of the beam to the draft of the ship type is not less than 5, wherein the draft is the minimum draft under ballast conditions, the waterplane area of ​​the ship type does not exceed 60% of the main deck area, the main deck area includes the side flaring structure, the waterplane is a vertical plate on the side of the cargo hold section, and does not have a value change; the waterplane has a small line change at the bow; the main dimensions of the hull are determined according to the two hull performance index requirements of loading capacity and speed.

[0022] Green and intelligent are the research and development layout directions of future ship types. The ship type of the present invention meets the technical requirements of anti-rolling under shallow draft conditions through the ship type line design, and solves the technical problem of poor rolling performance of existing ship types under shallow draft conditions. In addition, the ship type of the present invention is applied to the field of transport ships and has the characteristics of low energy consumption and low consumables. The present invention proposes a single-body and multi-body composite ship type design concept to solve the technical problems of shallow draft, anti-rolling and displacement that cannot be solved by existing ship types. Combined with the demand release and industrial upgrading of existing domestic steel plate rolling processes, it drives the development breakthrough of the upstream and downstream of the industrial chain and builds industry technical barriers. In addition, the universal concept design adopted by this ship type is a cutting-edge development and design concept of existing ship types, and the Internet of Things technology can be used to promote ship type upgrades under the extreme loading conditions included.

[0023] There are generally three types of resistance that a ship encounters during navigation: one is the wet surface friction resistance caused by wet surface friction; one is the viscous pressure resistance formed by the flow field gradient distribution caused by the bow and stern line characteristics; and the other is the wave-making resistance generated by the ship during high-speed navigation.

[0024] The present invention reduces the wet surface area by reducing the draft and the bow and stern multi-body concept design, thereby reducing the wet surface friction resistance. The bow (i.e., the bow part) is equipped with a double body and a shallow draft design, which reduces the wave height during the high-speed navigation of the ship, thereby greatly reducing the wave-making resistance. The bow and stern (i.e., the stern part) are both equipped with multi-body structures to disperse the concentrated flow field stagnation points, thereby reducing the pressure distribution gradient. In addition, the waterline surface profile design optimizes the waterline surface flow field velocity and pressure distribution, thereby reducing the viscous pressure resistance of the ship. In addition, the wide flat buoy design at the tail acts as a large anti-roll fin structure of the ship, thereby taking into account the stability and seakeeping of the ship in severe sea conditions.

[0025] The present invention adopts a multi-hull ship type structure at the stern and a catamaran ship type structure at the bow. During the movement of the ship, the ship contacts with a larger area of ​​seawater, thereby increasing the additional mass during the movement of the ship and reducing the motion response of the ship induced by waves, thereby meeting the technical requirements for anti-rolling. The monohull ship type structure is adopted in the cargo hold section to achieve the displacement requirement, and side flaring structures are arranged on both sides of the stern and bow to achieve waterline control and cabin ballast requirements during the navigation of the ship.

[0026] This ship type adopts the universal ship design concept, with smoke duct openings reserved on the main deck for ships of different operating types.

[0027] This type of ship has reserved tracks on the main deck for the control and transfer of cargo transport pipelines. There are no cargo or equipment on the main deck, which creates favorable conditions for the realization of the Internet of Things. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a main deck plan of a shallow draft anti-rolling transport ship;

[0029] Figure 2 This is a waterline plan view of a shallow draft anti-rolling transport ship;

[0030] Figure 3 The inner bottom plan view of a shallow draft anti-rolling transport ship type;

[0031] Figure 4 It is a cabin division diagram and a longitudinal section diagram of the cargo hold center of a shallow draft anti-rolling transport ship;

[0032] Figure 5A detailed schematic diagram of the connections between different cabins;

[0033] Figure 6 It is a longitudinal section diagram of the inner hull (the inner longitudinal section of the outer floating structure) of a shallow draft anti-rolling transport ship (the stern is a flat plate type and the bow is a shear type);

[0034] Figure 7 It is a schematic diagram of the longitudinal section of the hull (the longitudinal section of the outer floating structure on the outside) of a shallow draft anti-rolling transport ship (both the bow and the stern are flat-plate type);

[0035] Figure 8 The stern area of ​​a shallow draft anti-rolling transport ship is Figure 1 , 2 , each cross section in 3 (fully loaded state, i.e. the state with maximum draft);

[0036] Fig. 9 The bow area of ​​a shallow draft anti-rolling transport ship is Figure 1 , 2 , each cross section in 3 (fully loaded state, i.e. the state with maximum draft);

[0037] Fig.10 It is a schematic diagram of the cross-sectional draft under two loading conditions (the upper state is the normal loading draft state, and the lower state is the ballast draft state). DETAILED DESCRIPTION

[0038] In order to make the present invention more clearly understood, preferred embodiments are described in detail below with reference to the accompanying drawings.

[0039] The present invention provides a shallow draft anti-rolling transport ship type, such as Figure 1-Figure 10 As shown, it comprises a stern 1, a cargo hold section 2 and a bow 3 connected in sequence, the length of the stern 1 does not exceed 30% of the total length of the ship, the length of the bow 3 does not exceed 25% of the total length of the ship, the stern 1 adopts a multi-hull ship structure, the cargo hold section 2 adopts a monohull ship structure, and its bottom is a double-bottom structure, the bow 3 adopts a catamaran ship structure, and both sides of the stern 1 and the bow 3 are provided with side flaring structures. The stern 1, the cargo hold section 2 and the bow 3 share a main deck, and the main deck is a flat board frame.

[0040] The stern 1 includes a stern cabin 11 located at the upper part, a box-type floating body 12 located at the middle part, and a wide and flat floating body 13 located at the lower part. The stern cabin 11 is connected to the wide and flat floating body 13 through the box-type floating body 12.

[0041] The stern cabin 11 is a cabin 22, and the height of the entire cabin 22 remains consistent.

[0042] The box-shaped floating body 12 is provided with through openings 14 (such as Figure 8 The openings are located at both ends of the hull length direction (e.g., Figure 8 The opening 14 at the #1 section position is located near the end of the #0 section position and the #2 section position; see Figure 2 , Figure 3 The arc line located at the #0 section position and the #2 section position in the middle is an arc-shaped structure, the center of the opening 14 is located at the strong rib section position, and the arc edge of the opening 14 does not exceed the adjacent strong rib section position, and the height of the opening 14 and the height of the center position of the opening 14 increase with the increase of the distance from the end of the stern 1.

[0043] The wide and flat buoy 13 is symmetrical on both sides, and the height of the wide and flat buoy 13 remains consistent. The height of the center of the wide and flat buoy 13 increases with the distance from the end of the stern 1 (that is, the bottom surface of the wide and flat buoy 13 gradually tilts upward from the end of the stern 1 to the position of the cargo hold section 2). The wide and flat buoy 13 is at least two independent buoys near the end of the stern 1 and is an integral buoy near the cargo hold section 2. In the area between the position near the end of the stern 1 and the position near the cargo hold section 2, the type value of the wide and flat buoy 13 (the coordinate values ​​of each point that determines the spatial position of the hull type line is called the type value) transitions smoothly.

[0044] The smooth transition of the type value of the wide and flat floating body 13 includes the transition of the line (line: a pattern describing the shape of the hull surface, expressing the figure and shape of the outer plate (inner) surface and deck (lower) surface of the hull) of the box-type floating body 12 of the multi-hull ship at the stern 1. The transition of the box-type floating body 12 is a straight line transition, and the central axis remains unchanged. As the distance from the end of the stern 1 increases, the width of the box-type floating body 12 increases, and the line transition of the wide and flat floating body 13 is a straight line transition. In the process of transitioning multiple wide and flat floating bodies to a whole, the welding connection between the multi-body wide and flat floating body 13 and the overall wide and flat floating body 13 is achieved by opening holes in the welding area between the multiple bodies and the whole.

[0045] The cargo hold section 2 is divided into a part near the stern 1 and a part near the bow 3. The first cargo hold 21 near the stern 1 is provided with a double bottom, and the double bottom is provided with ear plates at the bilge positions at both ends. The first cargo hold 21 near the bow 3 is provided with a double bottom, which is a conventional hull bilge structure.

[0046] A watertight longitudinal bulkhead 31 is arranged in the bow 3 and the cabin of the cargo hold section 2 in the ship, and the longitudinal bulkhead 31 divides the cargo hold cabin into two independent second cargo holds 32. The two independent second cargo holds 32 are symmetrical about the longitudinal bulkhead 31, and the independent second cargo holds 32 are funnel-shaped, and the independent second cargo holds 32 have a square cabin 33 at the bottom, which is used for transshipping cargo.

[0047] The outer plate of the funnel-shaped second cargo hold 32 of the bow 3 is the outer plate of the bottom of the ship. The bow end wall of the bow 3 is provided with an opening for the anchor chain to be retracted and released. The double bottom structure is provided with a ballast tank 23 and a cargo transfer tank, and the cargo transfer tank is located below the center of the cargo hold.

[0048] The connection between the first cargo holds 21 and the first cargo holds 21 in the cargo hold section 2, the connection between the cargo hold section 2 and the stern 1, and the connection between the cargo hold section 2 and the bow 3 are all connected by two watertight transverse bulkheads 4; the height range of each transverse bulkhead 4 is from the main deck to the inner bottom, and the cabin is provided with local structural reinforcement and arc brackets in the area close to the bulkhead.

[0049] like Figure 5 As shown, the inner bottom has holes in the range of the first cargo hold 21 (such as Figure 2 The outer plating of the cargo hold inner bottom area is kept watertight within the cargo hold and is discontinuous between the two watertight transverse bulkheads 4; the outer plating of the cargo hold inner bottom area is connected between the two watertight transverse bulkheads 4 through a pipe (the pipe is located at Figure 5 The ballast tank 23 is shown in the figure as being connected in the middle position, and the pipeline has certain corrosion resistance as well as rigidity and strength.

[0050] The pipeline is used for cargo transshipment and is welded to the watertight transverse bulkhead 4. The diameter of the pipeline does not exceed half the height of the double bottom structure of the cargo hold section 2. The pipeline has corrosion resistance and sufficient rigidity and strength.

[0051] The flared structure is transitioned into a double-hull structure in the cargo hold section 2 by means of vertically extending lines along the length of the ship. The cabin space enclosed by the flared structure is a multi-functional cabin, in which equipment cabins, fresh water tanks, black water tanks, ballast tanks, etc. required for the operation of the transport ship are arranged according to actual needs.

[0052] The bottom of the flared structure transitions to the inner shell through an arc, and the arc radius transitions smoothly, and the arc radius decreases as the distance from the end of the stern 1 increases; the inner shell 34 of the flared structure is a flat plate type at the stern and a shear type at the bow, and the outer shell 35 of the flared structure is a flat plate type at the stern and bow.

[0053] The loading status of a transport ship is divided into three types: normal loading, ballast and extreme loading. Normal loading means that the cargo is loaded according to the standard cabin space requirements, the maximum draft of the transport ship is below the upper cabin, and the box-type buoy 12 is basically immersed below the water surface. Ballast means loading when the cargo hold is empty, the minimum draft of the transport ship is above the wide flat buoy 13, and the box-type buoy 12 basically floats above the water surface. Extreme loading means loading with the main deck immersed below the water surface. The transport ship serves as a transit station or supply station for cargo collection and transportation, and is used to export cargo to other types of ships. The main deck is a watertight structure, and the engine room exhaust gas is purified through the bottom of the ship before being discharged.

[0054] The ship type is a general-purpose ship type, with a flue discharge opening reserved at the rear engine room position on the main deck. The general type includes one of the following two types of ships: one type of ship type is a ship type with a reserved flue opening, and the main deck is a non-watertight structure. This type of ship type is used for normal loading and ballast, and this type of ship type can only be used for navigation and operating conditions; the other type of ship type is a ship type with a closed flue opening, and the main deck is a watertight structure. This type of ship type is used for extreme loading. This type of ship type is mainly used for transshipment conditions, and can also be used for navigation and operating conditions. The ship type used for extreme loading is an intelligent operation ship type, with no cargo and equipment arranged on the main deck, and reserved tracks for the control and transshipment of cargo transport pipelines, and the tracks are permanently welded to the main deck.

[0055] The ratio of the length to the beam of the ship shall not be less than 4, where the length is the total length of the ship and the beam is the width of the ship, excluding the side flares. The ratio of the beam to the draft of the ship shall not be less than 5, where the draft is the minimum draft under ballast conditions. The waterplane area of ​​the ship shall not exceed 60% of the main deck area, including the side flares.

[0056] The water plane is a vertical plate on the side of the cargo hold section 2, and has no value change; the water plane has a small change in the line of the bow 1. The main dimensions of the hull are determined according to the two hull performance index requirements of loading capacity and speed.

Claims

1. A shallow draft anti-rolling transport ship, comprising a stern (1), a cargo hold section (2) and a bow (3) connected in sequence, characterized in that: The length of the stern (1) does not exceed 30% of the total length of the ship, and the length of the bow (3) does not exceed 25% of the total length of the ship. The stern (1) adopts a multi-hull ship structure, the cargo hold section (2) adopts a monohull ship structure, and the bottom of the cargo hold section (2) is a double-bottom structure. The bow (3) adopts a catamaran ship structure. Both sides of the stern (1) and the bow (3) are provided with side flaring structures. The stern (1), the cargo hold section (2) and the bow (3) share a main deck, and the main deck is a flat plate frame.

2. A shallow draft anti-rolling transport ship according to claim 1, characterized in that: The stern (1) comprises a stern cabin (11) located at the upper part, a box-type floating body (12) located at the middle part, and a wide and flat floating body (13) located at the lower part. The stern cabin (11) is connected to the wide and flat floating body (13) via the box-type floating body (12). The stern cabin (11) is an engine room, and the height of the engine room remains consistent.

3. A shallow draft anti-rolling transport ship according to claim 2, characterized in that: The box-type floating body (12) is provided with a through opening (14), which is located at both ends of the hull length direction and is an arc-shaped structure. The center of the opening (14) is located at the strong rib section position, and the arc edge of the opening (14) does not exceed the adjacent strong rib section position. The height of the opening (14) and the height of the center position of the opening (14) increase with the increase of the distance from the end of the stern (1).

4. A shallow draft anti-rolling transport ship according to claim 2, characterized in that: The wide flat floating body (13) is bilaterally symmetrical, and the height of the wide flat floating body (13) remains consistent. The height of the center of the wide flat floating body (13) increases as the distance from the end of the stern (1) increases. The wide flat floating body (13) is at least two independent floating bodies at a position close to the end of the stern (1), and is an integral floating body at a position close to the cargo hold section (2). In the area between the position close to the end of the stern (1) and the position close to the cargo hold section (2), the profile of the wide flat floating body (13) is smoothly transitioned. The smooth transition of the profile of the wide flat floating body (13) includes The line transition of the box-type floating body (12) and the wide flat floating body (13) of the multi-body ship type of the stern (1) is a straight line transition, and the central axis remains unchanged. As the distance from the end of the stern (1) increases, the width of the box-type floating body (12) increases, and the line transition of the wide flat floating body (13) is a straight line transition. In the process of the transition of multiple wide flat floating bodies to the whole, the welding connection of the multiple wide flat floating bodies (13) and the whole wide flat floating body (13) is achieved by opening holes in the welding area between the multiple bodies and the whole.

5. The shallow draft anti-rolling transport ship type according to claim 1, characterized in that: The bow (3) and the cargo hold section (2) are provided with a watertight longitudinal bulkhead (31) in the middle of the ship. The longitudinal bulkhead (31) divides the cargo hold into two independent second cargo holds (32). The two independent second cargo holds (32) are symmetrical about the longitudinal bulkhead (31). The independent second cargo holds (32) are funnel-shaped. The bottom of the independent second cargo hold (32) has a square cabin (33). The square cabin (33) is used for transferring cargo. The funnel-shaped bow (3) The outer plate of the second cargo hold (32) is the outer plate of the bottom of the ship; the bow end wall of the bow (3) is provided with an opening, and the opening is used for releasing and retracting the anchor chain; the cargo hold section (2) is divided into a part close to the stern (1) and a part close to the bow (3); the first cargo hold (21) close to the stern (1) is provided with a double bottom, and the double bottom is provided with ear-shaped plates at the bilge positions at both ends; the first cargo hold (21) close to the bow (3) is provided with a double bottom, which is a conventional hull bilge structure, and the double bottom structure The ballast tank and the cargo transfer tank are arranged, and the cargo transfer tank is located below the center of the cargo tank. The connection between the first cargo tank (21) and the first cargo tank (21) in the cargo tank section (2), the connection between the cargo tank section (2) and the stern (1), and the connection between the cargo tank section (2) and the bow (3) are all connected through two watertight transverse bulkheads (4); the height range of each transverse bulkhead (4) is from the main deck to the inner bottom, and the cabin is provided with a local structure in the area close to the bulkhead. The inner bottom is opened within the range of the cargo hold and is discontinuous, and is continuous between two watertight transverse bulkheads (4). The outer plate of the cargo hold remains watertight within the range of the cargo hold and is discontinuous between the two watertight transverse bulkheads (4). The outer plate of the cargo hold is connected by a pipe between the two watertight transverse bulkheads (4). The pipe is used for cargo transfer and is fixed on the watertight transverse bulkhead (4). The diameter of the pipe does not exceed half of the height of the double bottom structure of the cargo hold section (2).

6. A shallow draft anti-rolling transport ship according to claim 1, characterized in that: The flared structure is transitioned to a double-hull structure in the cargo hold section (2) by a vertically extending profile transition along the length of the ship. The cabin space enclosed by the flared structure is a multifunctional cabin. The bottom of the flared structure is transitioned to the inner hull by an arc, and the arc radius transitions smoothly. The arc radius decreases as the distance from the end of the stern (1) increases. The inner hull (34) of the flared structure is a flat plate type at the stern and a shear type at the bow. The outer hull (35) of the flared structure is a flat plate type at both the stern and the bow.

7. The shallow draft anti-rolling transport ship type according to claim 1, characterized in that: The loading status of the transport ship is one of the three types: normal loading, ballast loading and extreme loading: Normal loading means that the cargo is loaded according to the standard cabin space requirements, the maximum draft of the transport ship is located below the upper cabin, and the box-shaped floating body (12) is basically immersed below the water surface; Ballasting is loading when the cargo hold is empty, the minimum water level of the transport ship is above the wide flat buoy (13), and the box-shaped buoy (12) basically floats above the water surface; Extreme loading means that the main deck is submerged below the water surface. The transport ship serves as a transfer station or supply station for cargo collection and transportation, and is used to export cargo to other types of ships. The main deck is a watertight structure, and the exhaust gas from the engine room is purified through the bottom of the ship before being discharged.

8. A shallow draft anti-rolling ship type as claimed in claim 7, characterized in that: The ship type is a general ship type, and a smoke exhaust opening is reserved on the main deck at the position of the rear engine room. The general type includes one of the following two ship types: One type of ship is a ship type with a smoke duct opening, and the main deck is a non-watertight structure. This type of ship is used for normal loading and ballast, and can only be used for navigation and operation conditions; Another type of ship is a ship with closed flue openings and a watertight main deck. This type of ship is used for extreme loading. This type of ship is mainly used for transshipment conditions, and can also be used for navigation conditions and operating conditions.

9. A shallow draft anti-rolling ship type as claimed in claim 8, characterized in that: The ship type used for extreme loading is an intelligent operation ship type, with no cargo and equipment arranged on the main deck, and reserved tracks for the control and transfer of cargo transport pipelines, and the tracks are permanently welded to the main deck.

10. The shallow draft anti-rolling transport ship type according to claim 1, characterized in that: The ship type has a length-to-breadth ratio of not less than 4, wherein the length is the total length of the ship type, and the breadth is the width of the ship type, excluding the side flaring structure; the ship type has a breadth-to-draft ratio of not less than 5, wherein the draft is the minimum draft under ballast conditions; the waterplane area of ​​the ship type does not exceed 60% of the main deck area, and the main deck area includes the side flaring structure; the waterplane is a vertical plate on the side of the cargo hold section (2) and does not have a value change; the waterplane has a small line change at the bow (1); and the main dimensions of the hull are determined according to two hull performance index requirements: loading capacity and speed.

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