Hull form of shallow-draft Anti-rolling transport vessel

Abstract

Disclosed in the present invention is a hull form of a shallow-draft anti-rolling transport vessel. The hull form comprises a stern section, a cargo hold section and a bow section which are connected in sequence, wherein the length of the stern section does not exceed 30% of the overall length of a vessel; the length of the bow section does not exceed 25% of the overall length of the vessel; the stern section uses a multi-hull structure; the cargo hold section uses a monohull structure; the bottom of the cargo hold section is of a double-bottom structure; the bow section uses a catamaran structure; side flare structures are arranged at both sides of the stern section and the bow section; the stern section, the cargo hold section and the bow section share a main deck; and the main deck is a flat grillage. In the present invention, by means of reducing the draft, a wetted surface area and a wave height during high-speed navigation are reduced, thereby greatly reducing wave-making resistance; and the stability and seakeeping performance of the vessel under severe sea conditions are also taken into account.

Description

A shallow-draft, roll-resistant transport vessel type Technical Field

[0001] This invention relates to a ship type, and more particularly to a shallow-draft anti-roll transport ship type, belonging to the technical field of shipbuilding and marine engineering. Background Technology

[0002] With the gradual depletion of global energy resources, the development of new energy sources faces numerous cost and technical challenges, as well as the gradual deterioration of the atmospheric environment. Therefore, energy conservation and emission reduction during ship transportation are of great significance to future technological development.

[0003] Existing drag reduction measures for ship types mainly include multihull ships and small waterplane area (SWA) vessels. While these measures offer significant drag reduction, they greatly impact the ship's displacement. For large transport vessels, which typically operate across seas and oceans, the economics of transport are severely hampered by displacement restrictions. Current ship designs generally employ flat-bottomed structures in the cargo hold areas. To ensure survivability in various sea states, two approaches are typically used: one is to increase the beam while controlling the depth, resulting in a broad, flat hull; the other is to increase the depth while minimizing the beam, resulting in a multihull or SWA vessel. For conventional transport ships and engineering vessels, it's rare to increase speed by reducing draft, as this significantly challenges the ship's stability and seakeeping in rough seas.

[0004] In addition, as industries such as automobiles gradually move towards intelligence and IoT ecosystems, the difficulties encountered by existing ship types in the process of intelligent transformation are that the main deck layout is too compact and the height of equipment or structures 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, while there is still no intelligent transformation solution for ship operations and cargo transfer.

[0005] In summary, existing ship types cannot simultaneously meet the requirements of green shipping and displacement. For existing high-speed vessels, displacement is significantly limited; for displacement-class vessels, speed is significantly limited. Furthermore, the large amounts of exhaust gases released by displacement-class vessels have a negative environmental impact. Additionally, existing ship types still suffer from limitations in intelligent upgrades due to the compact main deck layout and excessively tall structures or equipment. Summary of the Invention

[0006] The technical problem to be solved by this invention is: how to make the hull shape of the transport ship both meet the requirements of shallow draft and anti-roll, and how to upgrade the intelligent operation of the hull shape.

[0007] To solve the above-mentioned technical problems, the technical solution of the present invention is to provide a shallow-draft anti-roll transport vessel hull form, comprising a stern, a cargo hold section, and a bow connected in sequence. The stern is characterized in that its length does not exceed 30% of the total ship length, and its bow length does not exceed 25% of the total ship length. The stern adopts a multi-hull hull structure, the cargo hold section adopts a monohull hull structure with a double bottom, and the bow adopts a catamaran hull structure. Both sides of the stern and bow are provided with flared side structures. The stern, cargo hold section, and bow share a single main deck, which is a flat plate frame.

[0008] Preferably, the stern section includes an upper stern compartment, a middle box-shaped float, and a lower wide flat float. The stern compartment is connected to the wide flat float via the box-shaped float. The stern compartment is the engine room, and the engine room maintains a consistent height.

[0009] Preferably, the box-shaped float has a through opening at both ends of the hull along its length, which is an arc-shaped structure. The center of the opening is located at the cross-section of the strong rib, and the arc-shaped edge of the opening does not exceed the cross-section of the adjacent strong rib. The height of the opening and the height of the center of the opening increase with the distance from the stern end.

[0010] Preferably, the wide, flat floats are symmetrical from left to right, and their heights are consistent. The height of the center of the wide, flat floats increases with the distance from the stern end. Near the stern end, the wide, flat floats consist of at least two independent floats, while near the cargo hold section, they form a single, integral float. In the region between the stern end and the cargo hold section, the shape of the wide, flat floats transitions smoothly. This smooth transition includes the transition between the box-shaped floats of the multi-hull hull at the stern and the shape of the wide, flat floats. The transition of the box-shaped floats is a straight line transition, and the central axis remains unchanged. As the distance from the stern end increases, the width of the box-shaped floats increases, and the shape transition of the wide, flat floats is a straight line transition. During the transition from multiple wide, flat floats to the integral form, the welding connection between the multi-hull and integral wide, flat floats is achieved by opening holes in the welding area between the multi-hull and integral forms.

[0011] Preferably, the bow section and cargo hold compartments are provided with a watertight longitudinal bulkhead in the ship, which divides the cargo hold compartments into two independent second cargo holds. The two independent second cargo holds are symmetrical about the longitudinal bulkhead and are funnel-shaped. Each independent second cargo hold has a box at the bottom for transferring cargo. The outer plate of the funnel-shaped second cargo hold in the bow is the outer plate of the hull bottom. The bow end wall of the bow is provided with openings for anchor chain deployment and deployment. The cargo hold section is divided into a section near the stern and a section near the bow. The first cargo hold in the section near the stern has a double bottom. The double bottom has ear-shaped plates at both ends of the bilge. The first cargo hold in the section near the bow has a double bottom, which is a conventional hull bilge structure. The double bottom structure is used as a ballast tank and a cargo transfer tank. The cargo transfer compartment is located below the center of the cargo hold. The connections between the first cargo holds, between the cargo hold section and the stern, and between the cargo hold section and the bow are all connected by two watertight transverse bulkheads. The height of each transverse bulkhead extends from the main deck to the inner bottom. The compartment has local structural reinforcement and arc-shaped elbows near the bulkheads. The inner bottom has openings within the cargo hold area and is discontinuous, but continuous between the two watertight transverse bulkheads. The outer panels of the cargo hold remain watertight within the cargo hold area and are discontinuous between the two watertight transverse bulkheads. The outer panels of the cargo hold are connected between the two watertight transverse bulkheads by pipes used for cargo transfer. The pipes are fixed to the watertight transverse bulkheads, and the pipe diameter does not exceed half the height of the double bottom structure of the cargo hold section.

[0012] Preferably, the flared structure transitions into a double-hull structure in the cargo hold section via a vertically extending profile along the ship's length. The cabin space enclosed by the flared structure is a multi-functional cabin. The bottom of the flared structure transitions to the inner shell via an arc, with a smooth transition in arc radius that decreases as the distance from the stern increases. The inner shell of the flared structure is flat at the stern and shear at the bow, while the outer shell of the flared structure is flat at both the stern and bow.

[0013] Preferably, the loading state of the transport ship is one of three types: normal loading, ballast loading, and maximum loading.

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

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

[0016] The maximum load is when the main deck is submerged below the water surface. The transport ship serves as a transit or supply station for cargo collection and transportation, and is used to transfer cargo to other ship types. 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 hull type is a general-purpose hull type, with a pre-installed exhaust duct opening on the main deck at the aft engine room location. The general-purpose type includes one of the following two hull types:

[0018] One type of ship retains the flue opening and has a non-watertight main deck. This type of ship is used for normal loading and ballast. This type of ship can only be used for navigation and operational conditions.

[0019] Another type of ship is the one with closed flue openings and a watertight main deck. This type of ship is used for extreme loading and is mainly used for transfer operations, but can also be used for navigation and operational operations.

[0020] Preferably, the vessel type used for extreme loading is an intelligent operation vessel type, with no cargo or equipment arranged on the main deck, while reserving tracks for the control and transfer of cargo transportation pipelines, and the tracks are permanently welded to the main deck.

[0021] Preferably, the length-to-beam ratio of the hull type is not less than 4, where the length is the total length of the hull type and the beam is the hull type width, excluding the flared structures on the sides; the beam-to-draft ratio of the hull type is not less than 5, where the draft is the minimum draft under ballast conditions; the waterline area of ​​the hull type does not exceed 60% of the main deck area, the main deck area includes the flared structures on the sides; the waterline on the sides of the cargo hold section is a vertical plate without any shape change; the waterline on the bow has minimal shape change; the main dimensions of the hull are determined based on the requirements of two hull performance indicators: load capacity and speed.

[0022] Green and intelligent design is the future direction of ship design and development. This invention's ship design, through its hull line design, simultaneously meets the technical requirements for anti-roll performance in shallow draft conditions, solving the technical problem of poor roll performance in existing ship designs under shallow draft conditions. Furthermore, this invention's ship design, when applied to the transport ship field, features low energy consumption and low material consumption. This invention proposes a composite ship design concept for both monohull and multi-hull configurations, solving the technical problems of balancing shallow draft, anti-roll performance, and displacement that existing ship designs cannot address. Combined with the demand and industrial upgrading of existing domestic steel plate rolling processes, it drives breakthroughs in the upstream and downstream development of the industrial chain and builds technological barriers in the industry. In addition, the universal concept design adopted by this ship design is a cutting-edge development concept for existing ship designs, and the included extreme loading conditions can leverage IoT technology to promote ship upgrades.

[0023] The resistance of a ship during navigation is generally divided into three types: wet surface friction resistance caused by wet surface friction, viscous pressure resistance caused by the flow field gradient distribution due to the bow and stern hull lines, and wave-making resistance generated by the ship during high-speed navigation.

[0024] This invention reduces the wetted surface area and thus the wetted surface frictional resistance by lowering the draft and employing a multi-hull design at the bow and stern. The catamaran and shallow draft design at the bow (i.e., the fore section) reduces wave height during high-speed navigation, significantly reducing wave-making drag. The multi-hull structure at both the bow and stern (i.e., the stern section) disperses concentrated flow field stagnation points, thereby reducing the pressure gradient. Furthermore, the waterline design optimizes the velocity and pressure distribution of the waterline flow field, further reducing the ship's viscous pressure drag. In addition, the wide, flat hull at the stern acts as a large anti-roll fin structure, addressing both stability and seakeeping in harsh sea conditions.

[0025] This invention employs a multi-hull hull structure at the stern and a catamaran hull structure at the bow. By contacting a larger area of ​​seawater during ship movement, it increases the added mass of the ship during motion, reduces the ship's wave-induced motion response, and thus meets the technical requirements for anti-rolling. The cargo hold section adopts a monohull hull structure to meet the displacement requirements. The stern and bow sides are equipped with flared structures to achieve waterline control and ballast requirements during ship navigation.

[0026] This ship type adopts a general-purpose ship design concept, with pre-reserved smoke duct openings on the main deck for use with ships of different types of operations.

[0027] This ship type 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. Attached Figure Description

[0028] Figure 1 is a plan view of the main deck of a shallow-draft, roll-resistant transport ship.

[0029] Figure 2 is a waterline plan view of a shallow-draft, roll-resistant transport vessel.

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

[0031] Figure 4 shows the compartment layout and longitudinal section of the cargo hold center of a shallow-draft anti-roll transport ship.

[0032] Figure 5 is a detailed schematic diagram of the connections between different compartments;

[0033] Figure 6 is a schematic longitudinal section of the inner hull (inner longitudinal section of the outward-flaring structure) of a shallow-draft anti-rolling transport ship (the stern is flat and the bow is clipper type).

[0034] Figure 7 is a schematic longitudinal section of the hull (outer longitudinal section of the overhanging structure) of a shallow-draft anti-rolling transport ship (both the bow and stern are flat).

[0035] Figure 8 shows the various cross sections of the stern region of a shallow-draft anti-roll transport ship in Figures 1, 2, and 3 (full load state, i.e., the state with the largest draft).

[0036] Figure 9 shows the bow section of a shallow-draft anti-roll transport ship in Figures 1, 2, and 3 (full load state, i.e., maximum draft state).

[0037] Figure 10 shows a cross-sectional draft diagram under two loading conditions (the upper part is the normal loading draft, and the lower part is the ballast draft). Detailed Implementation

[0038] To make the present invention more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings.

[0039] This invention provides a shallow-draft, roll-resistant transport vessel hull design, as shown in Figures 1-10. It comprises a stern section 1, a cargo hold section 2, and a bow section 3 connected sequentially. The length of the stern section 1 does not exceed 30% of the total hull length, and the length of the bow section 3 does not exceed 25% of the total hull length. The stern section 1 adopts a multi-hull structure, the cargo hold section 2 adopts a monohull structure with a double bottom, and the bow section 3 adopts a catamaran structure. Both sides of the stern section 1 and the bow section 3 are equipped with flared side structures. The stern section 1, cargo hold section 2, and bow section 3 share a single main deck, which is a flat plate frame.

[0040] The stern section 1 includes a stern compartment 11 located at the upper part, a box-shaped float 12 located in the middle part, and a wide flat float 13 located at the lower part. The stern compartment 11 is connected to the wide flat float 13 through the box-shaped float 12.

[0041] The stern compartment 11 is the engine room 22, and the height of the entire engine room 22 remains consistent.

[0042] The box-shaped float 12 has through openings 14 along the length of the hull (as shown in the cross-sections at positions #1, #4, and #7 in Figure 8). The openings are located at both ends of the hull length (for example, the opening 14 at position #1 in Figure 8 is at the end near the positions #0 and #2; see the arcs at positions #0 and #2 in Figures 2 and 3). The openings 14 are arc-shaped structures. The center of the opening 14 is located at the cross-section of the strong rib, and the arc edge of the opening 14 does not exceed the cross-section of the adjacent strong rib. The height of the opening 14 and the height of the center position of the opening 14 increase with the distance from the end of the stern 1.

[0043] The wide, flat float 13 is symmetrical from left to right, and the height of the wide, flat float 13 remains consistent. The height of the center of the wide, flat float 13 increases with the distance from the end of the stern section 1 (that is, the bottom surface of the wide, flat float 13 gradually slopes upward from the end of the stern section 1 to the cargo hold section 2). The wide, flat float 13 consists of at least two independent floats near the end of the stern section 1, and a single float near the cargo hold section 2. In the region between the end of the stern section 1 and the cargo hold section 2, the shape values ​​of the wide, flat float 13 (the coordinate values ​​of each point that determines the spatial position of the hull lines are called shape values) transition smoothly.

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

[0045] Cargo hold section 2 is divided into a section near the stern 1 and a section near the bow 3. The first cargo hold 21 near the stern 1 is equipped with a double bottom, and the double bottom has truncated plates at both ends of the bilge. The first cargo hold 21 near the bow 3 is equipped with a double bottom, which is a conventional hull bilge structure.

[0046] The cabins of the bow section 3 and the cargo hold section 2 are provided with a watertight longitudinal bulkhead 31 in the ship. 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. The bottom of the independent second cargo holds 32 has a container 33, which is used for transferring cargo.

[0047] The outer plating of the funnel-shaped second cargo hold 32 in the bow section 3 forms the outer plating of the hull bottom. The bow end wall of the bow section 3 has openings for anchor chain deployment and retrieval. The double-bottom structure comprises a ballast tank 23 and a cargo transfer compartment, with the cargo transfer compartment located below the center of the cargo hold.

[0048] The connection between the first cargo hold 21 and the first cargo hold 21 in cargo hold section 2, the connection between cargo hold section 2 and stern section 1, and the connection between cargo hold section 2 and bow section 3 are all connected by two watertight transverse bulkheads 4; the height of each transverse bulkhead 4 ranges from the main deck to the inner bottom, and the compartments are equipped with local structural reinforcement and rounded elbow plates in the area near the bulkheads.

[0049] As shown in Figure 5, the inner bottom has an opening within the first cargo hold 21 (the middle opening marked in the shaded area in Figure 2), and is discontinuous within the cargo hold area, but continuous between the two watertight transverse bulkheads 4; the outer plate of the inner bottom area of ​​the cargo hold remains watertight within the cargo hold area, and is discontinuous between the two watertight transverse bulkheads 4; the outer plate of the cargo hold is connected between the two watertight transverse bulkheads 4 by a pipe (the pipe is located in the middle of the ballast tank 23 shown in Figure 5), and the pipe has a certain corrosion resistance, rigidity and strength.

[0050] The pipeline is used for cargo transfer. It 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 transitions along the length of the ship through a vertically extending hull line, transitioning into a double-hull structure at cargo hold section 2. The cabin space enclosed by the flared structure is a multi-functional cabin, which can be equipped with equipment compartments, freshwater compartments, blackwater compartments, ballast compartments, etc., as required for the operation of the transport ship, according to actual needs.

[0052] The bottom of the outward-flaring structure transitions to the inner shell via an arc, and the radius of the arc transitions smoothly. The radius of the arc decreases as the distance from the end of the stern 1 increases. The inner shell 34 of the outward-flaring structure is flat at the stern and shear at the bow. The outer shell 35 of the outward-flaring structure is flat at both the stern and the bow.

[0053] The loading status of a transport ship is divided into 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 below the upper cabin, and the box-shaped float 12 is basically submerged below the water surface. Ballast loading means that the cargo holds are empty, the minimum draft of the transport ship is above the wide flat float 13, and the box-shaped float 12 is basically floating above the water surface. Extreme loading means that the main deck is submerged below the water surface. The transport ship serves as a transit station or supply station for cargo collection and transportation, and is used to transfer cargo to other ship types. 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.

[0054] The hull type is a general-purpose type, with a pre-installed flue exhaust opening on the main deck at the aft engine room location. This general-purpose type includes one of two hull types: one with the flue exhaust opening and a non-watertight main deck, used for normal loading and ballasting, and suitable only for navigation and operational conditions; the other with the flue exhaust opening closed and a watertight main deck, used for extreme loading, primarily for transfer operations, but also suitable for navigation and operational conditions. The hull type used for extreme loading is an intelligent operation hull type, with no cargo or equipment on the main deck, and pre-installed control and transfer tracks for cargo transport pipelines, permanently welded to the main deck.

[0055] The length-to-beam ratio of the hull type shall not be less than 4, where the length is the total length of the hull type and the beam is the width of the hull type, excluding the flared structures on the sides. The beam-to-draft ratio of the hull type shall not be less than 5, where the draft is the minimum draft under ballast conditions. The waterline area of ​​the hull type shall not exceed 60% of the main deck area, and the main deck area includes the flared structures on the sides.

[0056] The waterline is a vertical plate on the side of cargo hold section 2, with no change in shape; the waterline changes little at the bow section 1. The main dimensions of the hull are determined based on the requirements of two hull performance indicators: cargo capacity and speed.

Claims

1. A shallow-draft, roll-resistant transport vessel, comprising a stern section (1), a cargo hold section (2), and a bow section (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 hull structure, the cargo hold section (2) adopts a monohull hull structure, and the bottom of the cargo hold section (2) is a double bottom structure. The bow (3) adopts a catamaran hull structure. Both sides of the stern (1) and the bow (3) are provided with flared side structures. The stern (1), the cargo hold section (2) and the bow (3) share a main deck, which is a flat plate frame.

2. The shallow-draft, roll-resistant transport vessel hull type as described in claim 1, characterized in that, The stern section (1) includes a stern compartment (11) located at the top, a box-shaped float (12) located in the middle, and a wide flat float (13) located at the bottom. The stern compartment (11) is connected to the wide flat float (13) through the box-shaped float (12). The stern compartment (11) is the engine room, and the height of the engine room remains consistent.

3. The shallow-draft, roll-resistant transport vessel hull type as described in claim 2, characterized in that, The box-shaped float (12) is provided with a through opening (14). The opening is located at both ends of the hull in the length direction and is an arc-shaped structure. The center of the opening (14) is located at the cross-section of the strong rib, and the arc edge of the opening (14) does not exceed the cross-section of the adjacent strong rib. The height of the opening (14) and the height of the center position of the opening (14) increase with the distance from the end of the stern (1).

4. The shallow-draft, roll-resistant transport vessel hull type as described in claim 2, characterized in that, The wide, flat float (13) is symmetrical from left to right, and its height remains consistent. The height of the center of the wide, flat float (13) increases with the distance from the end of the stern (1). Near the end of the stern (1), the wide, flat float (13) consists of at least two independent floats, while near the cargo hold section (2), it is a single, integrated float. In the region between the end of the stern (1) and the cargo hold section (2), the shape of the wide, flat float (13) transitions smoothly. This smooth transition includes… The transition of the box-shaped float (12) and the wide flat float (13) of the multi-hull hull (1) is as follows: the transition of the box-shaped float (12) is a straight transition and the central axis remains unchanged. As the distance from the end of the stern (1) increases, the width of the box-shaped float (12) increases. The transition of the wide flat float (13) is a straight transition. In the process of the multiple wide flat floats transitioning to the whole, the welding connection between the multi-hull form wide flat float (13) and the whole form wide flat float (13) is achieved by opening holes in the welding area between the multi-hull and the whole.

5. The shallow-draft, roll-resistant transport vessel hull type as described in claim 1, characterized in that, The bow section (3) and cargo hold section (2) are connected by a watertight longitudinal bulkhead (31) in 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) and are funnel-shaped. Each independent second cargo hold (32) has a container (33) at its bottom for transferring cargo. The funnel-shaped bow section (3) The outer plating of the second cargo hold (32) is the bottom plating; the bow end wall of the bow section (3) is provided with openings for anchor chain loading and unloading. 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. The double bottom is provided with ear-shaped 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. The double bottom structure It is configured as a ballast tank and a cargo transfer tank. The cargo transfer tank is located below the center of the cargo hold. The connection between the first cargo hold (21) and the first cargo hold (21), 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 of each transverse bulkhead (4) ranges from the main deck to the inner bottom. The compartment has a local structure in the area near the bulkhead. The inner bottom is reinforced with an arc-shaped elbow plate, and is not continuous within the cargo hold area, but is continuous between two watertight transverse bulkheads (4). The outer panel of the cargo hold is kept watertight within the cargo hold area and is discontinuous between two watertight transverse bulkheads (4). The outer panel of the cargo hold is connected between two watertight transverse bulkheads (4) by a pipe, which is used for cargo transfer. The pipe is fixed to the watertight transverse bulkhead (4) and the pipe diameter does not exceed half the height of the double bottom structure of the cargo hold section (2).

6. The shallow-draft, roll-resistant transport vessel hull type as described in claim 1, characterized in that, The aforementioned outward-flaring structure transitions into a double-hull structure in the cargo hold section (2) through a vertically extending profile along the length of the ship. The cabin space enclosed by the outward-flaring structure is a multi-functional cabin. The bottom of the outward-flaring structure transitions to the inner shell through an arc, and the radius of the arc transitions smoothly. The radius of the arc decreases as the distance from the end of the stern (1) increases. The inner shell (34) of the outward-flaring structure is flat at the stern and shear at the bow. The outer shell (35) of the outward-flaring structure is flat at both the stern and the bow.

7. The shallow-draft, roll-resistant transport vessel hull type as described in claim 1, characterized in that, The transport vessel is loaded in one of three states: normal loading, ballast loading, or maximum 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 float (12) is basically submerged below the water surface; Ballasting is loading when the cargo hold is empty. The minimum slack of the transport ship is above the wide flat float (13), and the box float (12) basically floats above the water surface. The maximum load is when the main deck is submerged below the water surface. The transport ship serves as a transit or supply station for cargo collection and transportation, and is used to transfer cargo to other ship types. 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 hull type as described in claim 7, characterized in that, The hull type is a general-purpose hull type, with a pre-installed exhaust duct opening on the main deck at the aft engine room location. The general-purpose type includes one of the following two hull types: One type of ship retains the flue opening and has a non-watertight main deck. This type of ship is used for normal loading and ballast. This type of ship can only be used for navigation and operational conditions. Another type of ship is the one with closed flue openings and a watertight main deck. This type of ship is used for extreme loading and is mainly used for transfer operations, but can also be used for navigation and operational operations.

9. A shallow-draft anti-rolling hull type as described in claim 8, characterized in that, The vessel type used for extreme loading is an intelligent operation vessel type, with no cargo or equipment arranged on the main deck, while reserving control and transfer tracks for cargo transportation pipelines, and the tracks are permanently welded to the main deck.

10. The shallow-draft, roll-resistant transport vessel hull type as described in claim 1, characterized in that, The length-to-beam ratio of the hull type is not less than 4, where the length is the total length of the hull type and the beam is the width of the hull type, excluding the flared structure on the sides; the beam-to-draft ratio of the hull type is not less than 5, where the draft is the minimum draft under ballast conditions; the waterline area of ​​the hull type does not exceed 60% of the main deck area, the main deck area includes the flared structure on the sides; the waterline on the sides of the cargo hold section (2) is a vertical plate and does not have a shape change; the waterline on the bow (1) has a small shape change; the main dimensions of the hull are determined according to the requirements of the two hull performance indicators: loading capacity and speed.

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