A B-type cabin suitable for a container ship converted into an LNG carrier

Abstract

The application discloses a B type cabin suitable for a container ship to be changed into an LNG transport ship, which comprises a closed cabin body suitable for the shape of a cargo cabin of the container ship, a dome is arranged on the upper portion of the closed cabin body, and a plurality of longitudinal anti-sloshing cabin walls and transverse anti-sloshing cabin walls are arranged in the closed cabin body. The longitudinal anti-sloshing cabin walls are parallel to two cabin walls along the length direction of the container ship. The transverse anti-sloshing cabin walls are perpendicular to the longitudinal anti-sloshing cabin walls and parallel to two cabin walls along the width direction of the container ship. A plurality of anti-sloshing cabin wall through holes are formed in the longitudinal anti-sloshing cabin walls and the transverse anti-sloshing cabin walls. The B type cabin with different anti-sloshing cabin wall arrangement structures is designed in combination with the structural features of the cargo cabin of the container ship, so as to be suitable for different modification schemes of the container ship to be changed into the LNG transport ship, thereby the safety risk caused by the sloshing impact of the free surface of the B type cabin storing the LNG on the B type cabin and the ship body structure is maximally reduced, and the B type cabin is safe and reliable.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of container ship modification, in particular to a B-type cabin suitable for modifying a container ship into an LNG transport ship. BACKGROUND

[0002] At present, the number of container ships under construction is at a high level. With the increasingly stringent regulations on decarbonization of shipping industry, it is very likely that a batch of operating container ships will be eliminated in the market in the future. At the same time, considering the surge in demand for LNG transportation in the future shipping industry, there is a huge market demand for modifying the above container ships that are in operation or are being eliminated into LNG transport ships. In combination with the structural characteristics of the cargo cabin of the container ship, when modified into an LNG transport ship, the B-type cabin is suitable for use as an LNG storage cabin, and the B-type cabin is an independent storage cabin that can be built independently without occupying the resources of the ship modification site, which can greatly improve the construction efficiency of modifying the container ship into an LNG transport ship. Generally, in order to store and transport more containers, the cargo cabin area of the container ship adopts a vertical straight wall structure, the cargo cabin opening width is large, and the cargo cabin area is divided into multiple cargo cabin areas by isolated empty cabins, which brings multiple possibilities for modifying the container ship into an LNG transport ship and selecting a suitable B-type cabin scheme. Figures 7-9 As shown in the figure, the container ship cargo cabin structure: each cargo cabin 1 is composed of two "half cargo cabins" and an isolated empty cabin 2 between the half cargo cabins; an isolated empty cabin 2 is also arranged between every two adjacent cargo cabins 1. Standard containers are placed in each half cargo cabin. The overall length of the container ship is L0, and the width is B0.

[0003] At present, there is no complete B-type cabin technical scheme suitable for modifying a container ship into an LNG transport ship, therefore, a suitable B-type cabin needs to be developed according to the characteristics of the container ship to ensure the feasibility of ship modification and the safety of the structure. SUMMARY

[0004] The purpose of the present application is to design the structure of the B-type cabin according to the size of the cargo cabin where the B-type cabin is placed, so as to ensure the feasibility of ship modification and the safety of the structure.

[0005] In order to achieve the above purpose, the present application provides a B-type cabin suitable for modifying a container ship into an LNG transport ship, which comprises a closed cabin body adapted to the shape of the cargo cabin of the container ship, a gas dome is arranged at the upper part of the closed cabin body, and a plurality of longitudinal and transverse damping cabin walls are arranged inside the closed cabin body.

[0006] The longitudinal anti-slosh bulkhead is parallel to two bulkheads of the closed cabin body along the length direction of the container ship. The transverse anti-slosh bulkhead is arranged perpendicularly to the longitudinal anti-slosh bulkhead, and is parallel to two bulkheads of the closed cabin body along the width direction of the container ship. A plurality of anti-slosh bulkhead through holes are arranged on the longitudinal anti-slosh bulkhead and the transverse anti-slosh bulkhead.

[0007] Preferably, the cabin top of the closed cabin body is beveled in the length direction of the container ship.

[0008] Preferably, when the relationship between the width B1 of the B-type cabin and the width B0 of the container ship is B0>B1>0.56B0, a longitudinal anti-slosh bulkhead is arranged in the closed cabin body to reduce the width of the free surface of the B-type cabin; when B1<0.56B0, the closed cabin body does not need to be provided with a longitudinal anti-slosh bulkhead.

[0009] Preferably, when the relationship between the length L1 of the B-type cabin and the length L0 of the container ship is L1>0.13L0, at least one transverse anti-slosh bulkhead is arranged in the closed cabin body to reduce the length of the free surface of the B-type cabin; when L1<0.13L0, the closed cabin body does not need to be provided with a transverse anti-slosh bulkhead.

[0010] Preferably, the anti-slosh bulkhead through holes are arranged uniformly and at intervals on the longitudinal anti-slosh bulkhead or the transverse anti-slosh bulkhead.

[0011] Preferably, the air dome is installed at the center above the closed cabin body.

[0012] The present application combines the structural features of the cargo cabin of a container ship, and invents a B-type cabin suitable for a container ship converted into an LNG transport ship. In order to adapt to the conversion scheme when the number of cargo cabins selected for the conversion of a container ship into an LNG transport ship is different, a B-type cabin with a corresponding number of transverse and longitudinal anti-slosh bulkhead arrangement structures is designed, so as to maximize the reduction of the safety risks brought by the sloshing impact of the free surface of the B-type cabin when storing LNG on the B-type cabin and the ship structure. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 is a perspective structural schematic view of the B-type cabin with the closed cabin body provided with one longitudinal anti-slosh bulkhead in the embodiment of the present application.

[0014] Figure 2 is a structural schematic view in the Figure 1 transverse direction.

[0015] Figure 3 is a structural schematic view in the Figure 2 B-B section.

[0016] Figure 4 is a structural schematic diagram of the C-C section. Figure 2

[0017] Figure 5 is a perspective structural schematic diagram of the enclosed cabin body provided with one longitudinal anti-slosh cabin wall and one transverse anti-slosh cabin wall in the embodiment of the present application.

[0018] Figure 6 is a perspective structural schematic diagram of the enclosed cabin body provided with one longitudinal anti-slosh cabin wall and two transverse anti-slosh cabin walls in the embodiment of the present application.

[0019] Figure 7 is a side view structural schematic diagram of the container ship in the prior art.

[0020] Figure 8 is a top view structural schematic diagram of the container ship in the prior art.

[0021] Figure 9 is a schematic diagram of the length and width of the container ship in the prior art and the length and width of the B-type cabin described in the present application.

[0022] Figure 10 is a side view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall.

[0023] Figure 11 is a top view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall.

[0024] Figure 12 is a side view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall and one transverse anti-slosh cabin wall.

[0025] Figure 13 is a top view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall and one transverse anti-slosh cabin wall.

[0026] Figure 14 is a side view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall and two transverse anti-slosh cabin walls.

[0027] Figure 15 is a top view structural schematic diagram of the container ship in the present application provided with a plurality of B-type cabins provided with one longitudinal anti-slosh cabin wall and two transverse anti-slosh cabin walls.

[0028] Wherein: 1, cargo cabin; 2, isolated empty cabin; 3, enclosed cabin body; 4, air dome; 5, longitudinal anti-slosh cabin wall; 6, transverse anti-slosh cabin wall; 7, anti-slosh cabin wall through hole. DETAILED DESCRIPTION​

[0029] When a container ship is converted into an LNG transport ship, the container cargo hold area needs to be converted into an LNG cargo hold area. Since LNG is stored at an ultra-low temperature of -163℃, a special LNG storage hold needs to be provided. In combination with the structural features of the container cargo hold, when the container ship is converted into an LNG transport ship, the B-type hold is selected as the LNG storage hold, which has good adaptability, and the B-type hold is an independent storage hold, which can be built independently without occupying the ship conversion site, thereby greatly improving the construction efficiency of the conversion of the container ship into the LNG transport ship.

[0030] As shown in Figures 1-6 A B-type hold suitable for converting a container ship into an LNG transport ship according to the present application comprises a closed hold body 3 adapted to the shape of the container ship cargo hold, a dome 4 is arranged at the upper part of the closed hold body 3, and the dome 4 is installed at the center above the closed hold body 3. The inside of the closed hold body 3 is provided with a plurality of longitudinal anti-sloshing bulkheads 5 and transverse anti-sloshing bulkheads 6. The top part of the closed hold body 3 is obliquely cut in the length direction of the container ship.

[0031] The longitudinal anti-sloshing bulkheads 5 are parallel to the two bulkheads of the closed hold body 3 in the length direction of the container ship, and the transverse anti-sloshing bulkheads 6 are arranged perpendicularly to the longitudinal anti-sloshing bulkheads 5 and are parallel to the two bulkheads of the closed hold body 3 in the width direction of the container ship. The anti-sloshing bulkhead through holes 7 are uniformly and spacedly arranged on the longitudinal anti-sloshing bulkheads 5 or the transverse anti-sloshing bulkheads 6.

[0032] A plurality of anti-sloshing bulkhead through holes 7 are arranged on the longitudinal anti-sloshing bulkheads 5 and the transverse anti-sloshing bulkheads 6.

[0033] As shown in Figures 1-4 When the relationship between the width B1 of the B-type hold and the width B0 of the container ship is B0>B1>0.56B0, one longitudinal anti-sloshing bulkhead 5 is arranged in the closed hold body 3 to reduce the width of the free liquid surface of the B-type hold; when B1<0.56B0, the closed hold body 3 does not need to be provided with a longitudinal anti-sloshing bulkhead 5.

[0034] As shown in Figures 5-6 When the relationship between the length L1 of the B-type hold and the length L0 of the container ship is L1>0.13L0, at least one transverse anti-sloshing bulkhead 6 is arranged in the closed hold body 3 to reduce the length of the free liquid surface of the B-type hold;

[0035] When L1<0.13L0, the closed hold body 3 does not need to be provided with a transverse anti-sloshing bulkhead 6.

[0036] Example 1:

[0037] Taking a medium and large-sized container ship (more than 7000 containers) as an example, the original half cargo hold is used as a cargo hold for placing a B-type tank, at this time, a B-type tank with one longitudinal anti-slosh bulkhead is preferably used. At this time, one B-type LNG tank is placed in each half cargo hold, which has the advantage that the container ship cargo hold structure is less changed, but since more isolation empty tanks and B-type tanks are arranged, the utilization rate of the cargo hold volume as the LNG storage volume is reduced, and the B-type tank maintenance system cost is increased.

[0038] As shown in Figures 9-11 L0 represents the overall length of the container ship; L1 represents the length of the B-type tank in the length direction of the ship; B0 represents the overall width of the container ship; and B1 represents the width of the B-type tank in the width direction of the ship.

[0039] As shown in Figures 1-4 and Figures 10-11 A B-type tank suitable for a container ship converted into an LNG transport ship according to the present application comprises a closed tank body 3 arranged in accordance with the shape of the cargo hold of the container ship, wherein a dome 4 is arranged on the upper portion of the closed tank body 3, the dome 4 is arranged in the longitudinal direction, and the dome 4 is installed at the center above the closed tank body 3. The dome 4 is a structure for connecting the internal equipment and instruments and the pipe system of the B-type tank to the outside of the B-type tank.

[0040] The inside of the closed tank body 3 is provided with a plurality of longitudinal anti-slosh bulkheads 5. The top portion of the closed tank body 3 is obliquely cut in the length direction of the container ship. The top surface of the B-type tank is obliquely cut, and when the B-type tank is filled with liquid, in combination with the longitudinal anti-slosh bulkheads 5, the width of the free liquid surface in the width direction of the ship can be further reduced, and the impact load of the liquid sloshing on the structure can be further inhibited.

[0041] In order to maximize the utilization of the original container ship cargo hold volume, the width B1 of the B-type tank is usually slightly smaller than the width B0 of the ship, and B1>0.56B0, therefore, the number of longitudinal anti-slosh bulkheads 5 in the B-type tank is preferably one.

[0042] When the relationship between the width B1 of the B-type tank and the width B0 of the container ship is B0>B1>0.56B0, that is, the ratio of the free liquid surface width of the B-type tank in the transverse direction of the ship to the ship width exceeds the empirical value of the safety factor, the liquid sloshing of the B-type tank in the transverse direction causes a safety risk to the structure of the B-type tank and the ship structure, and a longitudinal anti-slosh bulkhead needs to be added to the B-type tank to reduce the free liquid surface width of the B-type tank by half, so as to reduce the safety risk of the structure caused by the liquid sloshing. Therefore, one longitudinal anti-slosh bulkhead 5 is arranged in the closed tank body 3 to reduce the width of the free liquid surface of the B-type tank.

[0043] The two longitudinal anti-slosh bulkheads 5 are parallel to the two bulkheads of the closed cabin body 3 along the length direction of the container ship. The anti-slosh bulkhead through holes 7 are uniformly and spaced arranged on the longitudinal anti-slosh bulkheads 5, which can ensure the LNG liquid to flow on both sides of the anti-slosh bulkheads, and can reduce the free liquid surface width in the ship width direction and inhibit the liquid sloshing impact on the structure.

[0044] When B1<0.56B0, the closed cabin body 3 does not need to be provided with the longitudinal anti-slosh bulkheads 5.

[0045] Embodiment 2:

[0046] Taking a medium and large-sized container ship (more than 7000 containers) as an example, the original one cargo cabin is used as a B-type cabin, and at this time, the B-type cabin is preferably designed as one longitudinal anti-slosh bulkhead and one transverse anti-slosh bulkhead. At this time, the isolation empty cabin structure in the middle of each cargo cabin is removed, and one B-type LNG cabin is placed in each cargo cabin, which improves the utilization rate of the cargo cabin volume as the LNG storage volume, reduces the number of B-type cabins, and further reduces the B-type cabin maintenance system cost.

[0047] As shown in Figure 5 and Figures 12-13 , the B-type cabin structure of the embodiment only increases one transverse anti-slosh bulkhead 6 compared with the structure of embodiment 1; the transverse anti-slosh bulkhead 6 is arranged vertically to the longitudinal anti-slosh bulkhead 5, and the transverse anti-slosh bulkhead 6 is parallel to the two bulkheads of the closed cabin body 3 along the width direction of the container ship. The anti-slosh bulkhead through holes 7 are uniformly and spaced arranged on the longitudinal anti-slosh bulkhead 5 or the transverse anti-slosh bulkhead 6.

[0048] When L1>0.13L0, that is, the ratio of the free liquid surface length of the B-type cabin in the longitudinal direction of the ship to the length of the ship exceeds the empirical value of the safety factor, and is in the interval (0.13, 0.16), the liquid sloshing of the B-type cabin in the longitudinal direction causes a safety risk to the structure of the B-type cabin and the ship body structure. At this time, the closed cabin body 3 is arranged to reduce the free liquid surface length of the B-type cabin, so as to reduce the structural safety risk caused by the liquid sloshing.

[0049] The typical structural characteristics of the B-type cabin are:

[0050] The B-type cabin is provided with one air dome 4 at the top. The air dome 4 is arranged along the longitudinal direction, and the air dome 4 is preferably arranged at the center position of the top of the B-type cabin. The air dome 4 is a structure for connecting the internal equipment, instruments and pipelines of the B-type cabin with the outside of the B-type cabin.

[0051] The B-type tank is provided with a longitudinal anti-sloshing bulkhead and a transverse anti-sloshing bulkhead, and the two anti-sloshing bulkheads are arranged at the center of the tank. The anti-sloshing bulkhead is provided with a plurality of through holes, which ensures that the LNG liquid can flow on both sides of the anti-sloshing bulkhead, and at the same time reduces the free liquid surface length in the ship length direction and the free liquid surface width in the ship width direction, and inhibits the impact load of liquid sloshing on the structure.

[0052] The top surface of the B-type tank is a bevel structure, which can further reduce the free liquid surface width in the ship width direction when the B-type tank is full, and further inhibit the impact load of liquid sloshing on the structure in combination with the longitudinal anti-sloshing bulkhead.

[0053] Embodiment 3:

[0054] Taking a medium and large-sized container ship (more than 7000 containers) as an example, the original one or more cargo holds are used as the cargo hold for placing the B-type tank. At this time, one longitudinal anti-sloshing bulkhead + two transverse anti-sloshing bulkheads B-type tank is preferred. At this time, the corresponding multiple isolated empty tank structures in the cargo hold area are removed, and a longer B-type LNG tank is placed in the corresponding cargo hold area. Compared with embodiment 2, the utilization rate of the cargo hold volume as the LNG storage volume is further improved, and the number of B-type tanks is reduced, thereby reducing the maintenance system cost of the B-type tank.

[0055] As shown in Figure 6 and Figures 14-15 , the B-type tank structure of the present embodiment only increases two transverse anti-sloshing bulkheads 6 compared with the structure of embodiment 1; the two transverse anti-sloshing bulkheads 6 are arranged in parallel with the longitudinal anti-sloshing bulkhead 5 and are spaced apart from the longitudinal anti-sloshing bulkhead 5; and the two transverse anti-sloshing bulkheads 6 are parallel to the two bulkheads of the closed tank body 3 along the container ship width direction. The anti-sloshing bulkhead through holes 7 are uniformly and spaced arranged on the longitudinal anti-sloshing bulkhead 5 or the transverse anti-sloshing bulkhead 6.

[0056] When L1>0.13L0, that is, the ratio of the free liquid surface length of the B-type tank in the ship longitudinal direction to the ship length exceeds the empirical value of the safety factor, and is within the interval (0.13, 0.16), the liquid sloshing of the B-type tank in the longitudinal direction causes a safety risk to the impact of the B-type tank structure and the ship structure, at this time, the closed tank body 3 is arranged to reduce the free liquid surface length of the B-type tank, so as to reduce the safety risk of the structure caused by liquid sloshing.

[0057] The typical structural characteristics of the B-type tank are:

[0058] The B-type tank is provided with a gas dome 4 at the top. The gas dome 4 is arranged in the longitudinal direction, and the gas dome 4 is preferably arranged at the center of the top of the B-type tank. The gas dome 4 is a structure for connecting the internal equipment, instruments and pipelines of the B-type tank with the outside of the B-type tank.

[0059] The B-type tank is provided with one longitudinal anti-sloshing bulkhead 5 and two transverse anti-sloshing bulkheads 6, the longitudinal anti-sloshing bulkhead 5 is located at the center of the closed tank body 3, the transverse anti-sloshing bulkheads 6 divide the free liquid length of the B-type tank into equal distance distribution according to the arrangement, and the longitudinal anti-sloshing bulkhead 5 and the transverse anti-sloshing bulkhead 6 are arranged in cross.

[0060] The top surface tank body of the B-type tank is a bevel structure, when the B-type tank is full of liquid, in combination with the longitudinal anti-sloshing bulkhead 5, the free liquid width in the ship width direction can be further reduced, and the impact load of liquid sloshing on the structure is further inhibited.

[0061] When a container ship is modified into an LNG transport ship, the most reasonable modification scheme and the supporting B-type tank scheme suitable for the target modification of the container ship into the LNG transport ship should be selected by comprehensively evaluating the scale, structure characteristics of the modified container ship, and considering the scale, structure, installation and maintenance system of the supporting B-type tank. The application combines the structure characteristics of the cargo tank of the container ship, and invents a B-type tank suitable for the container ship modified into the LNG transport ship, and designs the B-type tank with different anti-sloshing bulkhead arrangement structures to adapt to different modification schemes of the container modified into the LNG transport ship, so as to maximize the reduction of the safety risk of the free liquid sloshing impact on the B-type tank and the ship structure when the B-type tank stores LNG, and the B-type tank is safe and reliable.

[0062] The above is only the preferred embodiment of the application, but the protection scope of the application is not limited to this, any skilled person in the art can make equivalent replacement or change according to the technical scheme and the inventive concept of the application within the technical range disclosed by the application, which should be covered in the protection scope of the application.

Claims

1. A type B compartment suitable for converting container ships into LNG carriers, characterized in that, It includes a closed compartment (3) adapted to the shape of the cargo hold of a container ship, the upper part of which is provided with an air dome (4), and the interior of the closed compartment (3) is provided with a longitudinal anti-sway bulkhead (5) and a transverse anti-sway bulkhead (6). Among them, the longitudinal anti-sway bulkhead (5) is two bulkheads parallel to the closed compartment (3) along the length of the container ship; The transverse anti-sway bulkhead (6) is arranged perpendicular to the longitudinal anti-sway bulkhead (5), and the transverse anti-sway bulkhead (6) is parallel to the two bulkheads of the enclosed compartment (3) along the width direction of the container ship. Several anti-sway blockage through holes (7) are provided on both the longitudinal anti-sway blockage (5) and the transverse anti-sway blockage (6); The top of the enclosed compartment (3) is angled along the length of the container ship; When the relationship between the width B1 of the B-type compartment and the width B0 of the container ship is B0>B1>0.56B0, a longitudinal anti-sway bulkhead (5) is set in the enclosed compartment (3) to reduce the width of the free surface of the B-type compartment. When the relationship between the length L1 of the B-type compartment and the length L0 of the container ship is L1>0.13L0, at least one transverse anti-sway bulkhead (6) shall be provided in the enclosed compartment (3); The air dome (4) is installed at the center above the enclosed cabin (3).

2. The Type B compartment for converting container ships into LNG carriers according to claim 1, characterized in that, The through holes (7) of the anti-sway chamber are evenly and spaced on the longitudinal anti-sway chamber (5) or the transverse anti-sway chamber (6).

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