Cargo ship ballast tank

Abstract

The cargo ship ballast tank is arranged in the middle area of a bulk cargo ship, the bulkhead of the cargo ship ballast tank is perpendicular to the broadside of the bulk cargo ship, the bulkhead of the cargo ship ballast tank is of a double-shell structure, the surface of an outer shell of the double-shell structure is flush, and an inner shell of the double-shell structure is used for containing ballast water. The bulkhead of the cargo ship ballast tank, the cargo hold channel and the bulkhead of the cargo ship ballast tank are sequentially arranged in the width direction of the bulk cargo ship. A traditional groove type ballast tank bulkhead is replaced with the ballast tank bulkhead of the double-shell structure, so that the ballast tank can effectively resist the hydrostatic bending moment value of the middle arch of the bulk cargo ship under the normal light ballast working condition, compared with the groove type ballast tank bulkhead, the ballast tank can resist the hydrostatic bending moment value of the middle arch of the bulk cargo ship larger, and the ballast tank bulkhead of the double-shell structure can effectively resist the hydrostatic bending moment value of the middle arch of the bulk cargo ship. And the structural strength of the ballast tank and the bulk carrier is improved. Ballast water is loaded through the bulkhead of the double-shell structure, the ballast water amount is increased, and the requirements for minimum bow draft and propeller immersion under the ballast working condition are met.

Description

Technical Field

[0001] The present invention particularly relates to a ballast tank of a cargo ship. Background Art

[0002] The transverse bulkhead of a large bulk carrier is generally a corrugated bulkhead, with an upper pier connected to the deck at the top and a lower pier connected to the inner bottom at the bottom. While meeting the local strength requirements, a smooth surface is formed in the cargo hold area to avoid the accumulation of dry bulk cargo.

[0003] With the trend of larger ships, the displacement is getting larger and larger, the cargo hold capacity index requirements are constantly increasing, and the ballast water capacity of the entire ship is constantly squeezed, making it difficult to meet the requirements of minimum bow draft and propeller immersion under ballasting conditions; in addition, the hydrostatic bending moment value of the arch of the hull beam of large bulk carriers under ballasting conditions is relatively large, and the existing corrugated bulkheads cannot meet the structural strength requirements. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a cargo ship ballast tank in order to overcome the defects of the prior art that the ballast bulkhead structure has insufficient strength and poor ballast effect.

[0005] The present invention solves the above technical problems through the following technical solutions:

[0006] A cargo ship ballast tank, wherein the cargo ship ballast tank is arranged in the middle area of ​​a bulk carrier, the bulkhead of the cargo ship ballast tank is arranged perpendicular to the side of the bulk carrier, and the bulkhead of the cargo ship ballast tank is a double-hull structure, wherein the outer shell surface of the double-hull structure is arranged flush, and the inner shell of the double-hull structure is used to contain ballast water, and along the width direction of the bulk carrier, the bulkhead of the cargo ship ballast tank, the cargo hold passage and the bulkhead of the cargo ship ballast tank are arranged in sequence.

[0007] In this solution, the traditional trough-type ballast tank bulkhead is replaced with a ballast tank bulkhead with a double-hull structure, so that the ballast tank can effectively resist the hydrostatic bending moment of the bulk carrier under normal light ballast conditions. Compared with the trough-type ballast tank bulkhead, the hydrostatic bending moment of the bulk carrier can be resisted to a greater extent, thereby improving the structural strength of the ballast tank and the bulk carrier. At the same time, compared with the trough-type ballast tank bulkhead, the surface of the ballast tank bulkhead with a double-hull structure is flush, so that the cargo hold volume will not be reduced, thereby ensuring the cargo hold loading capacity. In addition, ballast water is loaded through the ballast tank bulkhead with a double-hull structure, which effectively increases the amount of ballast water and meets the requirements of minimum bow draft and propeller immersion under ballast conditions.

[0008] Preferably, a deck and an inner bottom plate are further provided along the height direction of the bulk carrier, the deck being vertically connected to the top of the bulkhead of the ballast tank of the cargo ship, and the inner bottom plate being vertically connected to the bottom of the bulkhead of the ballast tank of the cargo ship.

[0009] In this scheme, through the above-mentioned arrangement, compared with the traditional grooved bulkhead, the upper and lower piers between the deck and the inner bottom plate are reduced, thereby ensuring that the bulkhead height of the ballast tank is sufficient, thereby achieving an increase in the ballast water volume.

[0010] Preferably, along the width direction of the bulk carrier, the cargo hold passage is located in the middle area of ​​the bulk carrier, the bulkhead of the cargo ship ballast tank is located in the edge area of ​​the bulk carrier, and the cargo hold passage is communicated with the cargo hold of the bulk carrier.

[0011] In the present scheme, through the above arrangement, a cargo hold passage in the middle area and the bulkheads of the ballast tanks in the edge areas on both sides are formed along the width direction of the bulk carrier, thereby ensuring the balance of the bulk carrier and preventing the bulkheads of the ballast tanks from being concentrated on one side of the bulk carrier and causing the bulk carrier to have a tilting tendency when filling with ballast water.

[0012] Preferably, the cargo ship ballast tank further comprises a supporting portion, the supporting portion is arranged in a direction perpendicular to the height of the bulk carrier, and the supporting portion is used to support the bulkhead of the cargo ship ballast tank.

[0013] In this solution, the above arrangement is adopted to improve the structural strength of the bulkhead of the ballast tank.

[0014] Preferably, the supporting portion is a horizontal girder, and the horizontal girder is arranged close to the inner bottom plate.

[0015] In this solution, the above arrangement is used to achieve effective support for the bulkhead of the ballast tank.

[0016] Preferably, the cargo ship ballast tank further comprises a connecting portion, wherein the connecting portion is located between the horizontal girder and the inner bottom plate, and the thickness of the connecting portion is greater than the thickness of the bulkhead of the cargo ship ballast tank.

[0017] In this solution, through the above arrangement, the structural strength of the bulkhead of the ballast tank is improved by adding a connecting part. The thickness of the connecting part is greater than that of the bulkhead of the ballast tank, so as to improve the resistance to the mid-hogging hydrostatic bending moment value.

[0018] Preferably, the connecting portion is a trapezoidal structure.

[0019] In this solution, the above-mentioned arrangement is used to improve the structural strength of the bulkhead of the ballast tank.

[0020] Preferably, the trapezoidal structure is an isosceles trapezoid.

[0021] In this solution, the above arrangement is adopted to further enhance the structural strength of the bulkhead of the ballast tank.

[0022] Preferably, the connecting portion has a double shell, wherein a first shell surface of the connecting portion is inclined from the horizontal girder toward the inner bottom plate along a direction away from the bulkhead of the cargo ship ballast tank, and a second shell of the connecting portion is used to contain ballast water.

[0023] In this solution, through the above arrangement, the connection part with a thickness greater than that of the ballast tank bulkhead can also accommodate ballast water, so as to further increase the ballast water holding capacity.

[0024] Preferably, a ladder is further provided in the cargo hold passage, and the ladder is any one of a straight ladder, a spiral ladder or an inclined ladder.

[0025] In this solution, the above-mentioned arrangement makes the passage arrangement in the cargo hold more flexible, suitable for a variety of ladders, and makes it possible to arrange inclined ladders, thereby rationally utilizing the space of the cargo hold passage.

[0026] The positive and progressive effect of the present invention is that the present invention replaces the traditional trough-type ballast tank bulkhead with a ballast tank bulkhead with a double-hull structure, so that the ballast tank can effectively resist the hydrostatic bending moment value of the bulk carrier under normal light ballast conditions. Compared with the trough-type ballast tank bulkhead, the hydrostatic bending moment value of the bulk carrier can be resisted is greater, thereby improving the structural strength of the ballast tank and the bulk carrier. At the same time, compared with the trough-type ballast tank bulkhead, the surface of the ballast tank bulkhead with a double-hull structure is flush, so that the cargo hold volume will not be reduced, ensuring the loading capacity of the cargo hold. In addition, the ballast water is loaded through the ballast tank bulkhead with a double-hull structure, which effectively increases the ballast water volume and meets the requirements of minimum bow draft and propeller immersion under ballast conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic structural diagram of a grooved bulkhead according to a preferred embodiment of the present invention.

[0028] Figure 2 A top view of a grooved bulkhead according to a preferred embodiment of the present invention.

[0029] Figure 3 The figure is a schematic structural diagram of a bulk carrier according to a preferred embodiment of the present invention.

[0030] Figure 4 The figure is a schematic diagram of the bulkhead structure of a ballast tank of a cargo ship according to a preferred embodiment of the present invention.

[0031] Figure 5 A top view of the bulkhead of a ballast tank of a cargo ship according to a preferred embodiment of the present invention.

[0032] Figure 6 FIG. 1 is a diagram showing the positional relationship between the connecting portion and the supporting portion of a preferred embodiment of the present invention.

[0033] Description of reference numerals:

[0034] Cargo ship ballast tank 10

[0035] Bulkhead 1

[0036] Cargo hold channel 2

[0037] Deck 3

[0038] Inner floor 4

[0039] Supporting part 5

[0040] Connection 6

[0041] Bulk Carrier 100

[0042] Broadside 101

[0043] Pier 102 DETAILED DESCRIPTION

[0044] The present invention is further described below by way of examples, but the present invention is not limited to the scope of the examples.

[0045] This embodiment provides a cargo ship ballast tank 10, the specific structure is as follows Figure 3 , Figure 4 and Figure 5 As shown, the cargo ship ballast tank 10 is arranged in the middle area of ​​the bulk carrier 100, and the bulkhead 1 of the cargo ship ballast tank 10 is arranged vertically to the side 101 of the bulk carrier 100, and the bulkhead 1 of the cargo ship ballast tank 10 is a double-hull structure, wherein the outer shell surface of the double-hull structure is arranged flush, and the inner shell of the double-hull structure is used to contain ballast water, and along the width direction of the bulk carrier 100, the bulkhead 1 of the cargo ship ballast tank 10, the cargo hold passage 2 and the bulkhead 1 of the cargo ship ballast tank 10 are arranged in sequence.

[0046] Specifically, along the length direction of the bulk carrier 100, the cargo ship ballast tank 10 is arranged in the middle area of ​​the bulk carrier 100, so as to fill the bulkhead 1 of the cargo ship ballast tank 10 with ballast water, thereby meeting the draft and propeller immersion requirements of the bulk carrier 100. This is a prior art and will not be described in detail here. The bulkhead 1 in this embodiment is a double-shell structure, which includes an outer shell (not shown in the figure) and an inner shell (not shown in the figure). The double-shell structure is a structure in the prior art, wherein the inner shell is arranged in the outer shell and the inner shell is used to contain ballast water. The inner shell and the outer shell are spaced apart and connected by a connector. Compared with the traditional single-layer structure of the grooved ballast tank bulkhead, the double-shell structure is similar to the conventional single-layer structure of the ballast tank bulkhead. Figure 1 and Figure 2For example, the existing grooved ballast tank bulkhead surface has grooves, while the bulkhead 1 in this embodiment is the surface of the outer shell, that is, the surface is flush. Compared with the grooved ballast tank bulkhead, the surface of the double-shell ballast tank bulkhead 1 is flush, so that the cargo hold volume will not be reduced, ensuring the cargo hold loading capacity. From the cross-section, the bulkhead 1 is a rectangular structure. Compared with the single-layer structure, the double-shell structure can effectively resist the hydrostatic bending moment value of the bulk carrier mid-arch under normal light ballast conditions of the ballast tank through the greater strength of the double-shell structure itself.

[0047] It can be understood that, compared with the trough-type ballast tank bulkhead, the double-hull structure with a flush surface as the bulkhead 1 can resist a greater value of the still water bending moment of the bulge in the bulk carrier 100, thereby improving the structural strength of the cargo ship ballast tank 10 and the bulk carrier 100.

[0048] In this embodiment, the rectangular bulkhead 1 is arranged perpendicularly to the side 101 of the bulk carrier 100, thereby ensuring the structural strength of the connection between the bulkhead 1 and the side 101. Along the width direction of the bulk carrier 100, the bulkhead 1 of the cargo ship ballast tank 10, the cargo hold passage 2 and the bulkhead 1 of the cargo ship ballast tank 10 are arranged in sequence. Figure 5 From the perspective of the cargo hold, the cargo hold passage 2 is located between the two bulkheads 1 to facilitate the passage of cargo while ensuring the structural strength of the side 101.

[0049] In addition, by filling the inner hull of the double hull structure with ballast water so that the bulkhead 1 is loaded with ballast water, the amount of ballast water can be effectively increased compared to the fact that the bend of the trough-type ballast tank bulkhead cannot be loaded with ballast water, thereby meeting the requirements of minimum bow draft and propeller immersion under ballasting conditions.

[0050] Of course, in other embodiments, under the heavy ballast condition of the bulk carrier 100, the cargo hold near the middle area of ​​the bulk carrier 100 can also be used as a ballast tank. It can be understood that the bulkhead 1 of the cargo hold near the middle area of ​​the bulk carrier 100 is also a double-hull structure to ensure that the cargo ship ballast tank 10 can resist the mid-arch still water bending moment.

[0051] In this embodiment, a deck 3 and an inner bottom plate 4 are also provided along the height direction of the bulk carrier 100, the deck 3 is vertically connected to the top of the bulkhead 1 of the cargo ship's ballast tank 10, and the inner bottom plate 4 is vertically connected to the bottom of the bulkhead 1 of the cargo ship's ballast tank 10.

[0052] Specifically, the deck 3 is located at the top of the bulkhead 1, the inner bottom plate 4 is located at the bottom of the bulkhead 1, and the deck 3 and the inner bottom plate 4 are arranged in parallel to form a cargo ship ballast tank 10 and a cargo hold enclosed with the bulkhead 1. It should be noted that in the prior art, Figure 1 and Figure 2The upper and lower piers 102 are also provided on the upper and lower parts of the trough-type ballast tank bulkheads, while the upper and lower parts of the bulkhead 1 in this embodiment are directly connected to the deck 3 and the inner bottom plate 4, and there is no need to provide the piers 102, so as to reduce the manufacturing cost of the cargo ship ballast tank 10. At the same time, the performance of resisting the hydrostatic bending moment of the mid-arch can also be guaranteed. It can be understood that the piers 102 cannot accommodate ballast water, that is, the bulkhead 1 in this embodiment can accommodate ballast water from the part between the deck 3 and the inner bottom plate 4, that is, the ballast water capacity is larger than that of the conventional trough-type ballast tank bulkhead, so as to ensure that the bulkhead 1 of the cargo ship ballast tank 10 is of sufficient height, thereby realizing the increase of the ballast water volume, and meeting the requirements of minimum bow draft and propeller immersion under ballasting conditions.

[0053] In this embodiment, along the width direction of the bulk carrier 100, the cargo hold passage 2 is located in the middle area of ​​the bulk carrier 100, the bulkhead 1 of the cargo ship ballast tank 10 is located in the edge area of ​​the bulk carrier 100, and the cargo hold passage 2 is connected to the cargo hold of the bulk carrier 100.

[0054] Specifically, along the width direction of the bulk carrier 100, a cargo hold passage 2 in the middle area and bulkheads 1 in the edge areas on both sides are formed, and the two bulkheads 1 have the same size, thereby ensuring the balance of the bulk carrier 100 and preventing the situation in which gravity is concentrated on one side of the bulk carrier 100 when one of the two bulkheads 1 is larger and the other is smaller, thereby preventing the bulk carrier 100 from having a tilting tendency when filling with ballast water.

[0055] In this embodiment, the cargo ship ballast tank 10 further includes a support portion 5 , which is disposed in a height direction perpendicular to the bulk carrier 100 , and is used to support the bulkhead 1 of the cargo ship ballast tank 10 .

[0056] Specifically, the support portion 5 is vertically arranged to the bulkhead 1, and the support portion 5 is connected to the side 101. The bulkhead 1 is supported by additionally arranging the support portion 5. The support portion 5 serves as a vertical stiffening material for supporting the bulkhead 1, which can improve the structural strength of the bulkhead 1 and the performance of resisting the mid-arch still water bending moment.

[0057] Furthermore, in this embodiment, the support part 5 is a horizontal girder, and the horizontal girder is arranged close to the inner bottom plate 4. The horizontal girder is a stiffening material in the prior art, and the bulkhead 1 is effectively supported by arranging the horizontal girder.

[0058] like Figure 6 As shown, in this embodiment, the cargo ship ballast tank 10 also includes a connecting portion 6, and the connecting portion 6 is located between the horizontal girder and the inner bottom plate 4, and the thickness of the connecting portion 6 is greater than the thickness of the bulkhead 1 of the cargo ship ballast tank 10.

[0059] Specifically, the horizontal girder is arranged close to the inner bottom plate 4, and the finite element software in the prior art can be used for analysis, and the position of the horizontal girder can be determined according to different bulk carrier 100 models. This is the prior art and will not be described in detail here. The connecting portion 6 is thicker than the bulkhead 1, and the connecting portion 6 is located at the connection between the bulkhead 1 and the inner bottom plate 4. By adding the connecting portion 6, the structural strength of the bulkhead 1 is improved. It can be understood that the thickness of the connecting portion 6 is greater than the thickness of the bulkhead 1, so as to improve the resistance to the mid-hogging hydrostatic bending moment value.

[0060] Furthermore, in this embodiment, the connection portion 6 is a trapezoidal structure. Viewed from the cross section along the height direction of the bulk carrier 100, the connection portion 6 is a trapezoidal structure, so that the moment resistance of the bulkhead 1 is improved by the inclined bevel of the trapezoidal structure, thereby improving the structural strength of the bulkhead 1.

[0061] In this embodiment, the trapezoidal structure is an isosceles trapezoid. The top of the isosceles trapezoid is connected to the horizontal girder and the bulkhead 1, and the bottom of the isosceles trapezoid is connected to the inner bottom plate 4. Compared with a right-angled trapezoidal structure or other irregular trapezoidal structures, the two hypotenuses of the isosceles trapezoid are of the same size and symmetrically arranged, and have higher stability, which can further improve the structural strength of the bulkhead 1.

[0062] In this embodiment, the connecting part 6 has a double-layer shell, wherein the surface of the first shell (not shown in the figure) of the connecting part 6 is inclined from the horizontal beam toward the inner bottom plate 4 along the direction of the bulkhead 1 away from the ballast tank 10 of the cargo ship, and the second shell (not shown in the figure) of the connecting part 6 is used to accommodate ballast water.

[0063] Specifically, the second shell is arranged in the first shell, and is spaced apart from the first shell and connected to it through a connector. The second shell is used to contain ballast water, so that a double shell is arranged between the bulkhead 1 and the inner bottom plate 4. While ensuring the bending moment resistance of the bulkhead 1, the space is reasonably utilized to increase the ballast water holding capacity. Compared with the method in which the pier 102 cannot hold ballast water, the ballast water holding capacity is further improved.

[0064] In this embodiment, a ladder (not shown in the figure) is also provided in the cargo hold passage 2, and the ladder is any one of a straight ladder, a spiral ladder or an inclined ladder.

[0065] Specifically, the cargo hold passage 2 can be used for cargo circulation. Compared with the conventional trough-type ballast tank bulkheads which are continuously arranged, the bulkhead 1 in this embodiment is arranged as a double-hull structure, and the cargo hold passage 2 is added in the middle area of ​​the bulk carrier 100 along the width direction, which can improve the design of the bulkhead 1 on the basis of ensuring the structural strength of the bulkhead 1, and reasonably utilize the bulkhead 1, so that the passage arrangement in the cargo hold is more flexible, and the situation that the cargo loading and unloading remains unchanged due to the inability to set ladders on the conventional trough-type ballast tank bulkheads is improved. In this embodiment, due to the arrangement of the cargo hold passage 2, a variety of ladders can be arranged in the cargo hold passage 2, especially for inclined ladders that occupy a large space, and straight ladders or spiral ladders can also be arranged, so as to reasonably utilize the space of the cargo hold passage 2.

[0066] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that this is only for illustration and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A cargo ship ballast tank, the cargo ship ballast tank being arranged in the middle area of ​​a bulk carrier, characterized in that: The bulkhead of the cargo ship's ballast tank is arranged perpendicularly to the side of the bulk carrier, and the bulkhead of the cargo ship's ballast tank is a double-hull structure, wherein the outer shell surface of the double-hull structure is arranged flush, and the inner shell of the double-hull structure is used to contain ballast water, and along the width direction of the bulk carrier, the bulkhead of the cargo ship's ballast tank, the cargo hold passage and the bulkhead of the cargo ship's ballast tank are arranged in sequence.

2. The cargo ship ballast tank according to claim 1, characterized in that: A deck and an inner bottom plate are also arranged along the height direction of the bulk carrier. The deck is vertically connected to the top of the bulkhead of the ballast tank of the cargo ship, and the inner bottom plate is vertically connected to the bottom of the bulkhead of the ballast tank of the cargo ship.

3. The cargo ship ballast tank according to claim 1, characterized in that: Along the width direction of the bulk carrier, the cargo hold passage is located in the middle area of ​​the bulk carrier, the bulkhead of the cargo ship ballast tank is located in the edge area of ​​the bulk carrier, and the cargo hold passage is communicated with the cargo hold of the bulk carrier.

4. The cargo ship ballast tank according to claim 2, characterized in that: The cargo ship ballast tank further comprises a supporting portion, which is arranged in a height direction perpendicular to the bulk carrier, and is used to support the bulkhead of the cargo ship ballast tank.

5. The cargo ship ballast tank according to claim 4, characterized in that: The supporting part is a horizontal girder, and the horizontal girder is arranged close to the inner bottom plate.

6. The cargo ship ballast tank according to claim 5, characterized in that: The cargo ship ballast tank also includes a connecting portion, which is located between the horizontal girder and the inner bottom plate, and the thickness of the connecting portion is greater than the thickness of the bulkhead of the cargo ship ballast tank.

7. The cargo ship ballast tank according to claim 6, characterized in that: The connecting portion is a trapezoidal structure.

8. The cargo ship ballast tank according to claim 7, characterized in that: The trapezoidal structure is an isosceles trapezoid.

9. The cargo ship ballast tank according to claim 8, characterized in that: The connecting part has a double shell, wherein the surface of the first shell of the connecting part is inclined from the horizontal girder to the inner bottom plate along the direction away from the bulkhead of the cargo ship ballast tank, and the second shell of the connecting part is used to contain ballast water.

10. The cargo ship ballast tank according to claim 3, characterized in that: A ladder is also provided in the cargo hold passage, and the ladder is any one of a straight ladder, a spiral ladder or an inclined ladder.

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