A dual-purpose ship for mining and collecting

Abstract

The present invention relates to a dual-purpose ore-collecting ship, which is mainly used for loading ore sand and also takes into account loading containers. Containers are loaded inside the cargo hold, on the deck and above the hatch cover, and ore sand is loaded in the heavy cargo hold; the engine room is located in the stern area of ​​the ship; the deck house and the chimney are combined into a whole, and the total height of the deck house is not less than 0.1 times the length of the ship; the odd-numbered cargo holds of the ship are heavy cargo holds, which are mainly used for loading ore sand, and no guide rails or twist-lock lashings are arranged in the hold, and there are intermediate decks and supporting components in the hold; the foremost cargo hold and the aftmost cargo hold are loaded with containers after temporarily installing ground bells and other fastening devices on the inner bottom plate; the even-numbered cargo holds of the ship are light cargo holds, which are special cargo holds for containers, and guide rails and twist-lock lashings are arranged in the hold, and there are intermediate decks and supporting transverse bulkheads in the hold; after the guide rails and twist-lock lashings are later installed in the other odd-numbered cargo holds except the foremost cargo hold and the aftmost cargo hold, containers can be loaded within the full length and full width of the entire cargo hold.

Description

Technical Field

[0001] The invention relates to a dual-purpose ship for loading ore and containers, which is mainly used for loading ore sand and also takes into account loading containers. Background Art

[0002] The distribution range of ore cargo along the length of the traditional ore carrier is long, the frequency of dock grab movement is high, and the cabin capacity utilization rate is not high, so the loading and unloading time at the port is relatively long. However, if the cargo holds loaded with ore are arranged at intervals, the local strength requirements of the bottom of the hull will lead to larger structural dimensions of the bottom plate frame and heavier weight of the whole ship. At the same time, ore carriers can only transport ore, not other goods, and have low cargo flexibility.

[0003] Due to the influence of the economic situation, ore carriers may have no ore to transport at certain time points, or the freight rate for ore may be low at certain time points, and the overall profitability is not high.

[0004] Traditional container ships are not convenient for loading other bulk cargoes because of the large number of lashing equipment and ventilation devices installed in the cargo hold. Furthermore, the bottom structure of traditional container ships cannot bear the local load when the ore is in bulk, so if you want to load bulk ore, you need additional reinforcement. Some shippers also load ore in containers to achieve the purpose of transporting a small amount of ore, but this mode of transportation is neither economical nor suitable for transporting a large amount of ore. Summary of the invention

[0005] The technical problem to be solved by the present invention is to propose a dual-purpose ore-collection ship, which can load ore 1 in the heavy cargo hold at ordinary times, and does not install a container lashing system on the deck. However, when the ore loading capacity is insufficient or the economic efficiency of transporting ore is not good, as many containers 2 as possible can be loaded on the deck and in the container-dedicated cargo hold. Even when the container freight rate is high, supporting bulkheads and guide rails can be installed in the heavy cargo hold, and a lashing system (including lashing bridges 17, box columns, etc.) can be installed on the deck to convert it into a ship type that is almost fully loaded with containers. One ship can be used for multiple purposes to improve the flexibility and comprehensive economy of operation.

[0006] In order to solve the above problems, the technical solution of the present invention is: a dual-purpose ore-collection ship, which is mainly used to load ore sand and also takes into account loading containers, specifically comprising:

[0007] Containers are loaded inside the cargo holds, on the decks and above the hatch covers, and ore is loaded in the heavy cargo holds;

[0008] Engine room, located in the stern area of ​​the ship; the deckhouse and the chimney are combined into a whole, located above the engine room, and the total height of the deckhouse Hd is not less than 0.1 times the ship length L;

[0009] The odd-numbered cargo holds of the ship are heavy cargo holds, mainly for loading ore. There are no rails or twist lock lashings in the holds. There are middle decks and their supporting structures in the holds, and no non-watertight supporting transverse bulkheads. The foremost and aftmost cargo holds are loaded with containers after temporarily installing floor bells and other securing devices on the inner bottom plate.

[0010] The even-numbered cargo holds of a ship are light cargo holds, which are dedicated to containers. Guide rails and twist-lock lashings are installed in the holds. There are middle decks and supporting transverse bulkheads in the holds. The supporting transverse bulkheads divide the light cargo hold space into two spaces for loading containers, front and rear.

[0011] Except for the foremost and aftmost cargo holds, the other odd-numbered cargo holds can carry containers throughout the entire length and width of the hold after rails and twist-lock lashings are added later.

[0012] Furthermore, except for the foremost cargo hold and the aftmost cargo hold, the cargo hold length Lcargo of other odd-numbered cargo holds is: 4 standard container lengths lc + 1 supporting bulkhead width bs + container gap ds; the length Lcargo of even-numbered cargo holds is 4 standard containers lc + 3 supporting bulkhead widths bs + container gap ds.

[0013] Furthermore, except for the foremost cargo hold and the aftmost cargo hold, the opening style of other cargo holds is an extra-large opening, and the opening width Bh is 0.85 to 0.92 times the maximum ship width B; while the hatch opening widths of the foremost cargo hold and the aftmost cargo hold are relatively narrower and shorter, and the longitudinal opening contour lines have a smooth transition to the longitudinal opening contour lines of the adjacent cargo holds.

[0014] Furthermore, the transverse bulkhead of the cargo hold adopts a flat bulkhead, and the horizontal girders, vertical girders and stiffeners of the bulkhead are turned toward the light cargo hold.

[0015] Furthermore, a hopper tank sloping plate having a height and a width not exceeding 3 meters is provided at the bilge of the hull.

[0016] Furthermore, the block coefficient of the ship is 0.75 to 0.93, and the ratio of the hull's depth D to the ship's breadth B is between 0.53 and 0.62.

[0017] Furthermore, an auxiliary lookout tower is provided at the front of the ship.

[0018] Furthermore, except for the transverse bulkhead area, the spacing between the bottom strong frames and the strong frames in the lower area of ​​the side double hull is 3.15 meters, and the spacing between the strong frames in the upper area of ​​the side double hull is 6.3 meters.

[0019] Furthermore, the bow and stern are linearly outward above the waterline to increase the number of containers loaded, and the extent of the outward outward does not exceed the maximum ship width and maximum ship length.

[0020] Furthermore, no more than two transverse bulkheads in the middle of the ship's length adopt a double-plate structure, with ballast tanks inside to reduce the arch bending moment in still water.

[0021] Furthermore, a ballast tank is set up in the upper and middle front area of ​​the foremost cargo hold to play a role in adjusting the buoyancy of the entire ship; a ballast tank or oil tank is set up in the upper and middle rear area of ​​the aftmost cargo hold to play a role in adjusting the buoyancy of the entire ship.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] When loading ore, the total length of the cabin for loading ore is shorter due to the realization of compartment loading of ore, so the grab movement frequency can be reduced; since the hatch opening rate is larger, it has a higher loading and unloading efficiency.

[0024] When the cargo capacity of ore is insufficient or the economic efficiency of transporting ore is not good, the container ship can be loaded as much as possible in the light cargo hold, on the deck and on the hatch cover. When the freight rate of containers is much higher than that of ore carriers, the ship can be converted into a ship type fully loaded with containers. This can improve the flexibility of operation and the overall economic efficiency of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is the general side view of the mining and gathering dual-purpose ship;

[0026] Figure 2 This is the upper deck plan of the mining and gathering dual-purpose ship;

[0027] Figure 3 The distribution diagram of cargo hatches and ballast tanks of dual-purpose mining and gathering vessels;

[0028] Figure 4 The mid-section morphology and container layout of the dual-purpose mining and gathering vessel;

[0029] The dimensions in the drawings are in mm unless otherwise specified. DETAILED DESCRIPTION

[0030] In order to make the present invention more clearly understood, preferred embodiments are described in detail below with reference to the accompanying drawings.

[0031] like Figures 1 to 4 As shown in the figure, a dual-purpose ore and container ship is mainly used to load ore sand, while also taking into account the loading of containers; the ship's block coefficient is 0.75 to 0.93, and the design speed is 12 to 17 knots. The dual-purpose ore and container ship specifically includes:

[0032] Containers 2 can be loaded inside the cargo hold, on the upper deck 3 and above the hatch cover 4, and ore sand 1 can be loaded in the heavy cargo hold;

[0033] The engine room 5 is located in the stern area of ​​the ship; the deckhouse and the chimney are combined into a whole 6, which is located above the engine room 5, and the total height Hd of the deckhouse 6 is not less than 0.1 times the ship length L;

[0034] The odd-numbered cargo holds of the ship are heavy cargo holds 7, which are mainly loaded with ore 1. There are no rails or twist-lock lashings in the holds. There are middle decks 8 and their supporting structures 9 in the holds, and no non-watertight supporting transverse bulkheads 10. The foremost and aftmost cargo holds are loaded with containers after temporarily installing floor bells and other securing devices on the inner bottom plate 3.

[0035] The even-numbered cargo holds of the ship are light cargo holds 77, which are dedicated cargo holds for containers, and are equipped with guide rails, twist-lock lashings, and have intermediate decks 8 and supporting transverse bulkheads 10 in the hold;

[0036] Except for the foremost and aftmost cargo holds, the other odd-numbered cargo holds can carry containers throughout the entire length and width of the hold after rails and twist-lock lashings are added later.

[0037] Taking a 240,000-ton dual-purpose mining and gathering ship as an example, the main scale parameters of the ship are as follows: the maximum displacement under structural draft is about 240,000 tons, the total length L = 325.6m, the ship width B = 51.2m, the molded depth D = 27.50m, the structural draft Tsc = 18.65m, the block coefficient Cb = 0.88, the total height Hd of the deckhouse 6 (the distance between the upper deck 2 and the highest open deck is 35.0m, such as Figure 1 Shown is the overall side view of this type of ship, with a maximum container loading capacity of 12,500TEU and a designed speed of 14kn.

[0038] like Figure 2 (Upper deck plan / cargo hatches and ballast tank layout) and Figure 3 (Plan view / Container distribution) shows the general layout of this type of ship. There are 9 cargo holds in total. The total length of the cargo hold area is 259.85m, including:

[0039] The length of the 2nd, 4th, 6th and 8th cargo holds is 30.75m, which includes the length of 4 standard containers.

[0040] (lc=6.058m), width of 3 supporting bulkheads 10 (bs=1.85m), container clearance (ds=0.968m), i.e. cargo hold length Lcargo is equal to 30.75=6.058*4+1.85*3+0.968=3.15(bottom strong frame spacing)*8+1.85(supporting transverse bulkhead)*3.

[0041] The length of the 1st, 3rd, 5th and 7th cargo holds is 27.05m, which includes the length of 4 standard containers.

[0042] (lc=6.058m), 1 supporting bulkhead 10 width (bs=1.85m), container clearance (ds=0.968m), i.e. cargo hold length Lcargo is equal to 27.05=6.058*4+1.85+0.968=3.15(bottom strong frame spacing)*8+1.85(supporting transverse bulkhead)*1.

[0043] The length of the 9th cargo hold is 28.65m, that is, Lcargo=28.65=3.15 (bottom strong frame spacing)*8+1.85 (transverse bulkhead)*1+1.6 (lashing bridge 17 space).

[0044] The length of the forepeak tank 18 is 22.05 m.

[0045] The length of the nacelle 5 is 28 m (upper part) / 29.6 m (lower part).

[0046] The length of the aft peak tank 19 is 15.7 m.

[0047] Therefore, the total length of the ship is L = 325.6m = 15.7 (stern peak tank 19) + 28 (engine room 5) + 259.85 (cargo hold)

[0048] +22.05(forepeak 18).

[0049] A ballast tank 15 is provided in the upper and front area of ​​the first compartment to adjust the buoyancy of the entire ship.

[0050] In the upper and middle rear area of ​​the 9th cabin, an oil tank 16 or a ballast tank 15 is arranged to play a role in adjusting the buoyancy of the entire ship.

[0051] The above is a typical longitudinal subdivision and layout scheme of the present invention, and the following describes the transverse subdivision. Figure 4 The figure shows the mid-transverse cross-section layout of this ship type.

[0052] The double bottom height of the cargo hold area of ​​the hull should not be less than Hdb=0.32B+0.19*Tsc^0.5, which is actually 2.46m. A smaller hopper tank sloping plate 13 is set in the bilge area, with a height of 2.9m and a width of 2.8m.

[0053] Except for the transverse bulkhead area, the spacing between the strong frames in the double bottom pipe area 20 is 1.575m, the spacing between the bottom strong frames and the strong frames in the area below the 2nd deck 21 of the side double hull (21000 from the baseline) is 3.15m, and the spacing between the strong frames in the area above the 2nd deck 21 of the side double hull (21000 from the baseline) is 6.3m.

[0054] The transverse bulkhead between the 5th and 6th compartments is considered to be in double flat plate form, using a flat plate transverse bulkhead 12, with a ballast tank 15 inside to reduce the arch bending moment in still water when in ballasted state.

[0055] On the upper deck 3, near the forepeak bulkhead, an auxiliary observation tower 14 is set. The observation tower 14 can be transformed from a mast and equipped with an elevator to observe the state of obstacles in the sea area ahead of the route by manual or artificial intelligence. However, this observation method is not the main observation method, and the sight line of the ship after loading containers must still meet the requirements of SOLAS.

[0056] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be realized that all solutions obtained by equivalent substitution and obvious changes made by using the description and illustrations of the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be based on the attached claims.

Claims

1. A dual-purpose mining and gathering ship, characterized by: The main purpose is to load ore, and at the same time take into account the loading of containers, including: Containers are loaded inside the cargo hold, on the upper deck and above the hatch cover, and ore is loaded in the heavy cargo hold; The engine room is located in the stern area of ​​the ship; the deckhouse and the chimney are combined into a whole, located above the engine room, and the total height of the deckhouse Hd is not less than 0.1 times the ship length L; The odd-numbered cargo holds of the ship are heavy cargo holds, mainly for loading ore. There are no rails or twist lock lashings in the holds. There are middle decks and their supporting structures in the holds, and no non-watertight supporting transverse bulkheads. The foremost and aftmost cargo holds are loaded with containers after temporarily installing floor bells and other securing devices on the inner bottom plate. The even-numbered cargo holds of a ship are light cargo holds, which are dedicated to containers. Guide rails and twist-lock lashings are installed in the holds. There are middle decks and supporting transverse bulkheads in the holds. The supporting transverse bulkheads divide the light cargo hold space into two container loading spaces in front and back. Except for the foremost and aftmost cargo holds, other odd-numbered cargo holds can be loaded with containers within the entire length and width of the cargo hold after rails and twist-lock lashings are installed later; Except for the foremost and aftmost cargo holds, the opening style of other cargo holds is super-large opening, and the opening width Bh is 0.85~0.92 times of the maximum ship width B; The transverse bulkhead of the cargo hold is a watertight flat bulkhead, and the horizontal girders, vertical girders and stiffeners of the bulkhead are turned toward the light cargo hold; The double-plate structure is adopted at no more than two transverse bulkheads in the middle of the ship, and the interior can be used as ballast tanks to reduce the arch bending moment in still water; The upper and middle front area of ​​the foremost cargo hold is set up as a ballast tank, which plays a role in adjusting the buoyancy of the entire ship; the upper and middle rear area of ​​the aftmost cargo hold is set up as a ballast tank or oil tank, which plays a role in adjusting the buoyancy of the entire ship.

2. The dual-purpose mining and gathering ship according to claim 1, characterized in that: Except for the foremost cargo hold and the aftmost cargo hold, other odd-numbered cargo holds are heavy cargo holds, and the cargo hold length Lcargo is: 4 standard container lengths lc + 1 supporting bulkhead width bs + container gap ds; even-numbered cargo holds are light cargo holds, and the cargo hold length Lcargo is 4 standard containers lc + 3 supporting bulkhead widths bs + container gap ds.

3. The mining and gathering dual-purpose ship according to claim 1 is characterized in that the hatch opening width of the foremost cargo hold and the aftmost cargo hold is relatively narrow, the length is shorter, and the longitudinal opening contour line has a smooth transition with the longitudinal opening contour line of the adjacent cargo hold.

4. The mining and gathering dual-purpose ship according to claim 1 is characterized in that a bottom tank inclined plate with a height and width not exceeding 3 meters is provided at the bilge of the hull.

5. The mining and gathering dual-purpose ship according to claim 1 is characterized in that: the block coefficient of the ship is 0.75~0.93, and the ratio of the hull's depth D to the ship's width B is between 0.53~0.

62.

6. The mining and gathering dual-purpose vessel according to claim 1 is characterized in that an auxiliary observation tower is provided at the front of the vessel.

7. The mining and gathering dual-purpose ship according to claim 1 is characterized in that: except for the transverse bulkhead area, the spacing between the bottom strong frames and the strong frames in the lower area of ​​the side double hull is 3.15 meters, and the spacing between the strong frames in the upper area of ​​the side double hull is 6.3 meters.

8. The dual-purpose mining and gathering ship according to claim 1 is characterized in that the bow and stern are linearly outward above the waterline to increase the number of containers loaded, and the outward range does not exceed the maximum ship width and maximum ship length.

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