Roll-on-roll-off ship

Abstract

The roll-on-roll-off ship comprises a ship body, a forecastle is arranged on a bow deck of the ship body, and an anti-rolling water tank is arranged on a stern deck of the ship body; wherein the stabilization water tank comprises a left side water tank arranged on a left side and a right side water tank arranged on a right side, and a cabin shed and a cargo compartment ventilation device are arranged in the area between the left side water tank and the right side water tank. Through the front-and-back balance layout of the stern stabilization water tank and the bow forecastle and the transverse balance adjusting mechanism of the left-and-right symmetrical water tanks, the wind wave force effect can be effectively resisted, the shaking amplitude of the ship body under the extreme sea condition is remarkably reduced, and the risk of cargo dislocation is greatly reduced. Besides, the anti-rolling water tank is arranged on the deck, and the engine room and the cargo compartment ventilation device are arranged between the left water tank and the right water tank, so that the cargo loading area is prevented from being occupied by the facilities, the internal space of the ship is fully utilized, the ship can load more cargoes under the condition that the size of the ship body is not increased, and the transportation capacity of the ship is improved.

Description

Technical Field

[0001] The present application relates to the technical field of ships, and in particular to a roll-on / roll-off ship. Background Art

[0002] As a special type of ship with efficient loading and unloading capabilities, roll-on / roll-off ships play an irreplaceable role in the fields of automobile transportation, construction machinery transportation, etc. Their unique roll-on / roll-off method enables goods to be loaded and unloaded quickly and conveniently, greatly shortening the ship's stay time in the port, improving transportation efficiency and reducing logistics costs.

[0003] Currently, the structural designs of mainstream ro-ro vessels on the market tend to focus on meeting the basic requirements of port operations and cargo loading, and generally feature a low hull height. This design is based on multiple considerations: first, a lower hull height better adapts to the facilities of different ports, ensuring smooth berthing and loading and unloading operations at various ports; second, a lower hull height helps lower the ship's center of gravity, enhancing its stability and reducing rolling during normal navigation. Furthermore, current ship anti-roll tanks are typically located at the bottom of the cabin. To improve cabin space utilization and increase cargo capacity, ro-ro vessels are typically not equipped with anti-roll tanks.

[0004] However, the marine environment is complex and changeable, and extreme sea conditions occur from time to time. When a RoRo ship encounters extreme weather conditions such as strong storms and large swells, the ship will be subjected to huge wind and wave forces, causing the hull to shake violently. Due to the lack of effective anti-roll devices inside the hull, the cargo in the cabin can only rely on simple lashing and fixing, which is difficult to withstand such violent shaking forces. In this case, the risk of cargo dislocation increases significantly. Cargo dislocation will not only cause damage to the cargo itself, affecting the quality and value of the cargo, but may also cause chain damage to other cargo, equipment and ship structures in the cabin, leading to more serious safety accidents. Summary of the Invention

[0005] The purpose of the embodiments of the present invention is to provide a roll-on / roll-off ship that can solve the above-mentioned problems existing in the prior art.

[0006] To achieve the above objectives, this application adopts the following technical solutions: A roll-on / roll-off ship comprises a ship body, wherein a forecastle is provided on the bow deck of the ship body, and a roll reduction tank is provided on the stern deck; The anti-rolling water tank includes a left water tank arranged on the port side and a right water tank arranged on the starboard side, and an organic cabin shed and a cargo hold ventilation device are arranged in the area between the left water tank and the right water tank.

[0007] Optionally, the cargo hold ventilation device and the engine room shed are arranged front and back along the length direction of the ship body.

[0008] Optionally, the left and right sides of the cabin canopy are respectively connected to the left water tank and the right water tank through connecting beams.

[0009] Optionally, the left side wall of the left water tank and the right side wall of the right water tank are respectively set as cylindrical surfaces.

[0010] Optionally, a transverse connecting pipe is connected between the bottom of the left water tank and the bottom of the right water tank.

[0011] Optionally, an active control valve for controlling the on-off state of the transverse connecting pipe is provided in the transverse connecting pipe.

[0012] Optionally, a water pumping system is also included, which can pump water for the left water tank and the right water tank respectively.

[0013] Optionally, the water pumping system includes an external water pipe, a left water pipe and a right water pipe, the external water pipe can be used to pump seawater, the left water pipe extends into the left water tank, and the right water pipe extends into the right water tank. When the left water pipe is connected to the external water pipe, the water pumping system can pump seawater into the left water tank; when the right water pipe is connected to the external water pipe, the water pumping system can pump seawater into the right water tank; when the left water pipe is connected to the right water pipe, the water pumping system can pump water from the left water tank to the right water tank, or from the right water tank to the left water tank.

[0014] Optionally, the water pumping system includes a water pump, a four-way valve and a three-way valve, the water pump includes a water inlet and a water outlet; the four-way valve includes an A interface, a B interface, a C interface and a D interface; the three-way valve includes an X interface, a Y interface and a Z interface; the A interface is connected to the external water pipe, the B interface is connected to the left water pipe, the C interface is connected to the right water pipe, and the D interface is connected to the water inlet; the X interface is connected to the water outlet, the Y interface is connected to the left water pipe, and the Z interface is connected to the right water pipe.

[0015] Optionally, an installation pipe is connected between the top of the left water tank and the top of the right water tank, and the water pumping system is arranged in the installation pipe.

[0016] The beneficial effects of this application are as follows: the ro-ro ship provided by the solution of this application, through the fore-aft balanced layout of the stern anti-rolling water tank and the bow forecastle, as well as the transverse balance adjustment mechanism of the left and right symmetrical water tanks, can effectively resist the effects of wind and wave forces, significantly reduce the hull's rolling amplitude in extreme sea conditions, and greatly reduce the risk of cargo dislocation. In addition, by arranging the anti-rolling water tank above the deck and arranging the engine room shed and cargo hold ventilation device between the left and right water tanks, this avoids these facilities occupying the cargo loading area and fully utilizes the internal space of the ship. This allows the ship to carry more cargo without increasing the hull size, thereby improving the ship's transportation capacity and economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present application is further described in detail below with reference to the accompanying drawings and examples.

[0018] Figure 1 This is a structural diagram of the ro-ro ship described in an embodiment of the present application; Figure 2 This is a longitudinal cross-sectional view of the mid-axis of the ro-ro ship according to an embodiment of the present application; Figure 3 This is a transverse distribution diagram of the anti-rolling tank described in the embodiment of the present application; Figure 4 This is a longitudinal distribution diagram of the anti-rolling tank described in the embodiment of this application; Figure 5 This is a piping distribution diagram of the anti-rolling tank described in the embodiment of the present application; Figure 6 This is a topological diagram of the water pumping system described in an embodiment of the present application.

[0019] In the picture: 1. Ship body; 2. Forecastle; 3. Anti-rolling tank; 31. Port water tank; 32. Port water tank; 33. Installation pipe; 34. Transverse connecting pipe; 341. Active control valve; 4. Engine room cover; 41. Connecting beam; 5. Cargo hold ventilation device; 6. Pumping system; 61. External water pipe; 62. Port water pipe; 63. Port water pipe; 64. Water pump; 65. Four-way valve; 66. Three-way valve. DETAILED DESCRIPTION

[0020] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved more clearly, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of this application.

[0021] In the description of this application, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and can refer to internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0022] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0023] As a special type of ship with efficient loading and unloading capabilities, roll-on / roll-off ships play an irreplaceable role in the fields of automobile transportation, construction machinery transportation, etc. Their unique roll-on / roll-off method enables goods to be loaded and unloaded quickly and conveniently, greatly shortening the ship's stay time in the port, improving transportation efficiency and reducing logistics costs.

[0024] Currently, the structural designs of mainstream ro-ro vessels on the market tend to focus on meeting the basic requirements of port operations and cargo loading, and generally feature a low hull height. This design is based on multiple considerations: first, a lower hull height better adapts to the facilities of different ports, ensuring smooth berthing and loading and unloading operations at various ports; second, a lower hull height helps lower the ship's center of gravity, enhancing its stability and reducing rolling during normal navigation. Furthermore, current ship anti-roll tanks are typically located at the bottom of the cabin. To improve cabin space utilization and increase cargo capacity, ro-ro vessels are typically not equipped with anti-roll tanks.

[0025] However, the marine environment is complex and changeable, and extreme sea conditions occur from time to time. When a ro-ro ship encounters extreme weather conditions such as strong storms and large swells, the ship will be subjected to huge wind and wave forces, causing the hull to shake violently. Due to the lack of effective anti-roll devices inside the hull, the cargo in the cabin relies only on simple lashing and fixing, which is difficult to withstand such violent shaking forces. In this case, the risk of cargo dislocation increases significantly. Cargo dislocation will not only cause damage to the cargo itself, affecting the quality and value of the cargo, but may also cause chain damage to other cargo, equipment and ship structures in the cabin, leading to more serious safety accidents. In order to overcome the above technical problems, refer to Figure 1-Figure 3 The embodiment of the present application provides a ro-ro ship, comprising a ship body 1, wherein a forecastle 2 is provided on the bow deck of the ship body 1, and a roll reduction tank 3 is provided on the stern deck; The anti-rolling water tank 3 includes a left water tank 31 arranged on the port side and a right water tank 32 arranged on the starboard side. An organic cabin 4 and a cargo hold ventilation device 5 are arranged in the area between the left water tank 31 and the right water tank 32.

[0026] In this embodiment, the anti-rolling tank 3 is arranged on the deck of the ship body 1, which does not occupy the space inside the cabin and avoids occupying the cargo loading area.

[0027] In this embodiment, in the longitudinal direction of the hull, the anti-rolling water tank 3 at the stern and the forecastle 2 at the bow form a front-to-back balanced layout. This layout makes the center of gravity of the hull naturally tend to the middle area of the ship body 1. When the ship is subjected to external forces during navigation, it is easier to maintain a balanced state, reducing the shaking caused by the shift of the center of gravity, thereby significantly improving the longitudinal stability of the ship.

[0028] Furthermore, the loading and unloading hatch of a ro-ro ship is typically located at the stern. During loading and unloading, precise control of the water level in the anti-rolling tanks 3 located at the stern effectively regulates the weight of the stern. When the hatch needs to be lowered to facilitate smooth cargo loading and unloading, the amount of water in the anti-rolling tanks 3 can be appropriately reduced to reduce the stern weight. Conversely, when the ship's stability needs to be improved, the amount of water can be increased. This flexible water level control method ensures that the hatch is kept at the appropriate height, greatly facilitating cargo loading and unloading operations while ensuring the stability of the ship during loading and unloading.

[0029] The symmetrical arrangement of the left and right water tanks 31 and 32 provides a reliable guarantee for the lateral stability of the ship. During actual navigation, the ship may be subject to various lateral external forces, such as wind and wave forces, causing the hull to sway from side to side. By precisely controlling the water levels of the left and right water tanks 31 and 32 according to actual needs, the purpose of balancing the left and right weights of the hull can be achieved. For example, when the ship tilts to the left, the amount of water in the right water tank 32 is appropriately increased, while the amount of water in the left water tank 31 is reduced to restore the hull to a balanced state; and vice versa. This dynamic water level adjustment mechanism effectively enhances the ship's ability to resist swaying in the lateral direction and ensures the safe navigation of the ship in complex marine environments.

[0030] This embodiment also utilizes the space between the left and right water tanks to house the engine room canopy 4 and cargo hold ventilation system 5, fully embodying the design's space optimization philosophy. As the core protection area for the ship's power system, the engine room canopy 4 requires a rational spatial layout to ensure the normal operation and maintenance of the equipment. The cargo hold ventilation system 5 plays a vital role in maintaining air circulation within the cargo hold and preventing moisture and deterioration of the cargo. Placing these two important facilities between the left and right water tanks fully utilizes the ship's internal space while avoiding the additional occupation of valuable cargo loading area, achieving efficient use of the ship's space.

[0031] In summary, the ro-ro ship provided by this embodiment has at least a beneficial effect: the ro-ro ship provided by the embodiment of the present application, through the fore-aft balanced layout of the stern anti-rolling water tank 3 and the bow forecastle 2, as well as the lateral balance adjustment mechanism of the left and right symmetrical water tanks, can effectively resist the effects of wind and wave forces, significantly reduce the hull's rolling amplitude in extreme sea conditions, and greatly reduce the risk of cargo dislocation. In addition, by locating the anti-rolling water tank 3 above the deck and locating the engine room canopy 4 and cargo hold ventilation device 5 between the left and right water tanks, the ro-ro ship avoids these facilities from occupying the cargo loading area and fully utilizes the internal space of the ship. This allows the ship to carry more cargo without increasing the hull size, thereby improving the ship's transportation capacity and economic benefits.

[0032] In one embodiment, combining Figure 2 and Figure 3 The cargo hold ventilation device 5 and the engine room shed 4 are arranged front and back along the length direction of the ship body 1.

[0033] The engine room shed 4 is the core area of the ship's power system, housing key equipment such as the engine and generator, providing power for the ship's navigation. It also requires good ventilation, heat dissipation, and maintenance space. The cargo hold is used for loading cargo. The main function of the cargo hold ventilation device 5 is to ensure air circulation within the cargo hold, prevent damage to the cargo due to moisture, heat, and other factors, and maintain the cargo in good condition.

[0034] Arranged forward and backward along the length of the vessel's hull 1, the layout fully utilizes the vessel's longitudinal space, which is relatively abundant in ship design. This layout avoids lateral or vertical conflicts with other important structures (such as the anti-roll tanks 3 and cargo holds), reducing spatial congestion and interference. Furthermore, the forward and backward arrangement conforms to the laws of internal ship logistics and personnel flow, making operations such as cargo loading and unloading and equipment maintenance smoother and more efficient. Furthermore, the ship's power system is typically located at the stern. Positioning the cargo hold ventilation system 5 and the engine room canopy 4 forward and backward allows these two important functional areas to be connected to their respective service areas, facilitating both independent and coordinated operation of their respective functions.

[0035] In one embodiment, referring to Figure 3-Figure 4 The left and right sides of the cabin canopy 4 are respectively connected to the left water tank 31 and the right water tank 32 through connecting beams 41.

[0036] Connecting beams 41 connect the engine room canopy 4 and the left and right water tanks 32 into a single unit, significantly increasing the overall rigidity of the vessel's structure. During navigation, a vessel is subject to various external forces, such as wind, waves, and currents, which can easily cause structural deformation and vibration. This connection ensures that the various components support each other and work together to effectively resist deformation caused by external forces, reducing structural fatigue damage and extending the vessel's service life.

[0037] In one embodiment, referring to Figure 3 The left side wall of the left water tank 31 and the right side wall of the right water tank 32 are respectively set as cylindrical surfaces.

[0038] The left side wall of the left water tank 31 and the right side wall of the right water tank 32 are each designed as cylindrical surfaces. This unique design breaks away from the flat structure of traditional water tank sidewalls, resulting in a streamlined appearance. When strong winds blow sideways, the cylindrical sidewalls can divert and divide the wind, directing it along the curve of the cylindrical surface. This changes the wind's flow path and reduces the lateral pressure perpendicular to the sidewalls, thereby reducing the lateral force exerted by strong winds on the hull. This effectively prevents the hull from rolling due to strong sidewinds and improves the ship's stability and safety in adverse weather conditions.

[0039] In one embodiment, a transverse connecting pipe 34 is connected between the bottoms of the left water tank 31 and the right water tank 32 .

[0040] When the bottoms of the left and right water tanks 31 and 32 are connected via a transverse connecting pipe 34, the entire anti-rolling tank 3 forms a U-shaped structure. When the ship is sailing normally and in a straight line without significant external interference, the water in the U-shaped anti-rolling tank 3 is relatively static, and the water levels in the left and right tanks remain essentially the same. At this point, the gravity of the water in the tanks exerts a balanced effect on the ship's center of gravity, with no additional positive or negative impact on the ship's stability. The ship relies on its own stability and propulsion system to maintain stable navigation. When the ship is subjected to lateral forces such as wind and waves, the hull begins to tilt to one side. For example, if the ship tilts to the left, the position of the left water tank 31 is relatively low, while the position of the right water tank 32 is relatively high. Due to the effect of gravity, the water in the right water tank 32 tends to flow to the left, and begins to flow through the transverse connecting pipe 34 into the left water tank 31. As the water flows, the water levels in the left and right tanks gradually diverge, with the water level on the right decreasing and the water level on the left increasing. Because water has inertia when flowing in a U-shaped structure, as the ship continues to tilt to the left, the inertia of the water causes its flow rate to lag behind the ship's tilting speed. That is, even when the ship tilts to a certain degree, the water continues to flow to the left, causing the water volume in the left water tank 31 to further increase and the water volume in the right water tank 32 to decrease. As the water volume in the left water tank 31 increases and the water volume in the right water tank 32 decreases, the ship's center of gravity shifts. The original center of gravity position shifts to the left due to the increase in water volume in the left water tank 31, while the torque generated by the decrease in water volume in the right water tank 32 also changes. This shift in center of gravity generates a restoring torque in the opposite direction of the ship's tilt. For example, when the ship tilts to the left, the restoring torque attempts to pull the ship back to its original equilibrium position, preventing it from further tilting to the left.

[0041] The design of the U-shaped anti-rolling tank 3 can also adapt to the cyclical changes in the ship's rolling. A ship's rolling in waves typically has a certain period, and the anti-rolling tank 3 can adjust its own "response period" through the flow of water. When the ship's rolling period matches the water flow period within the tank, the tank can most effectively perform its anti-rolling function. At the same time, a reasonable U-shaped structural design can avoid resonance between the tank and the ship. If the tank's natural period is close to the ship's rolling period, it may cause resonance and exacerbate the ship's rolling. By adjusting factors such as the size of the connecting pipe and the tank's capacity, the U-shaped structure can change the water flow period to stagger it with the ship's rolling period, thereby ensuring the stability of the anti-rolling effect.

[0042] In one embodiment, an active control valve 341 is provided in the transverse connecting pipe 34 for controlling the on-off state of the transverse connecting pipe 34 .

[0043] In this embodiment, an active control valve 341 is installed in the transverse connecting pipe 34. The control system adjusts the valve opening and closing in real time, achieving precise control of the liquid movement within the water tank. Its core functions include dynamically adjusting the period: based on the ship's roll signal, it actively adjusts the valve opening and closing timing, altering the water flow period within the water tank to match the ship's roll period and broadening the effective roll reduction frequency range. It also controls the direction of the torque: through valve control, it ensures that the oscillation of the water column in the water tank always lags behind the wave oscillation by 180 degrees, ensuring that the direction of the anti-roll torque is opposite to the wave heeling torque, achieving efficient roll reduction.

[0044] In one embodiment, a water pumping system 6 is further included, and the water pumping system 6 can pump water for the left water tank 31 and the right water tank 32 respectively.

[0045] Under different sea conditions, the ship's roll frequency and amplitude vary. Conventional anti-roll tanks 3 may only effectively reduce roll within a specific frequency range. However, the anti-roll tanks 3 in this embodiment, through the coordination of the pumping system 6 and the active control valve 341, can adjust the water distribution within the tanks, altering the tank's natural frequency, thereby broadening the frequency range of anti-roll and enabling effective anti-roll effects in a wider range of sea conditions. Specifically, by closing the active control valve 341, the pumping system 6 can independently pump water to either the left or right tank 32, achieving independent and precise adjustment of the water level in each tank. This independent adjustment capability enables the tanks to better adapt to different ship motions and sea conditions, improving the anti-roll effect. Based on real-time data on the ship's roll, the pumping system 6 can rapidly adjust the water levels in the left and right tanks 32, quickly generating a restoring torque opposite to the ship's tilt, effectively suppressing the ship's roll motion and improving its stability and safety.

[0046] In one embodiment, referring to Figure 5 The water pumping system 6 includes an external water pipe 61, a left water pipe 62 and a right water pipe 63. The external water pipe 61 can be used to pump seawater. The left water pipe 62 extends into the left water tank 31, and the right water pipe 63 extends into the right water tank 32. When the left water pipe 62 is connected to the external water pipe 61, the water pumping system 6 can pump seawater 64 into the left water tank 31; when the right water pipe 63 is connected to the external water pipe 61, the water pumping system 6 can pump seawater 64 into the right water tank 32; when the left water pipe 62 is connected to the right water pipe 63, the water pumping system 6 can pump water from the left water tank 31 to the right water tank 32, or from the right water tank 32 to the left water tank 31.

[0047] In this embodiment, the external water pipe 61 serves as a channel for extracting seawater. One end of the pipe is connected to an external seawater source, and the other end is connected to the left and right water pipes 62 and 63 via valves or other connecting devices. This pipe provides sufficient seawater for the pumping system 6, ensuring that it can meet the needs of pumping water into the water tanks or transferring water between compartments under different circumstances. The left and right water pipes 62 and 63 extend into the interiors of the left and right water tanks 31 and 32, respectively. These two pipes directly connect the pumping system 6 to the water tanks, and through different communication methods with the external water pipe 61, they achieve different pumping functions.

[0048] This embodiment can realize four working modes: (1) Pumping water into the left water tank 31: When the water volume of the left water tank 31 needs to be increased, the left water pipe 62 is connected to the external water pipe 61 by controlling the valve, while ensuring that the right water pipe 63 is closed or disconnected from other parts. At this time, the pumping system 6 (such as the water pump 64) is started, and seawater enters the left water pipe 62 from the outside through the external water pipe 61 and is finally pumped into the left water tank 31.

[0049] (2) Pumping water into the right water tank 32: The operation is similar to that of pumping water into the left water tank 31. By controlling the valve, the right water pipe 63 is connected to the external water pipe 61, and the left water pipe 62 is closed or disconnected from other parts. After starting the pumping system 6, seawater is pumped into the right water tank 32.

[0050] (3) Pumping water from the left water tank 31 to the right water tank 32: To transfer water from the left water tank 31 to the right water tank 32, the left water pipe 62 and the right water pipe 63 must be connected, and the connection between the external water pipe 61 and the other water pipes must be closed (to prevent seawater backflow or interference). After the pumping system 6 is started, the water in the left water tank 31 flows through the left water pipe 62 and the connected portion into the right water pipe 63, and finally flows into the right water tank 32.

[0051] (4) Pumping water from the right water tank 32 to the left water tank 31: Conversely to the above process, connect the right water pipe 63 with the left water pipe 62, close the relevant connection of the external water pipe 61, and start the water pumping system 6 to transfer the water from the right water tank 32 to the left water tank 31.

[0052] The pumping system 6 of this embodiment provides multiple pumping modes. The operator can flexibly select the appropriate pumping mode according to the actual condition of the ship and changes in sea conditions to achieve precise control of the water levels of the left and right water tanks 32. Whether it is single-side pumping or water transfer between tanks, it can be completed quickly and accurately to meet the anti-rolling requirements under different working conditions.

[0053] In one embodiment, referring to Figure 6The water pumping system 6 includes a water pump 64, a four-way valve 65 and a three-way valve 66. The water pump 64 includes a water inlet and a water outlet; the four-way valve 65 includes an A interface, a B interface, a C interface and a D interface; the three-way valve 66 includes an X interface, a Y interface and a Z interface; the A interface is connected to the external water pipe 61, the B interface is connected to the left water pipe 62, the C interface is connected to the right water pipe 63, and the D interface is connected to the water inlet; the X interface is connected to the water outlet, the Y interface is connected to the left water pipe 62, and the Z interface is connected to the right water pipe 63.

[0054] Specifically, in various working modes, the switching states of the four-way valve 65 and the three-way valve 66 are as follows: (1) Pump water into the left water tank 31: Adjust the four-way valve 65 so that ports A and D are connected, while ports B and C are disconnected. Adjust the three-way valve 66 so that ports X and Y are connected, while port Z is closed. At this point, seawater from the external water pipe 61 enters the water pump 64 through the four-way valve 65, and after being pressurized, enters the left water tank 31 through the three-way valve 66.

[0055] (2) Pumping water into the right water tank 32: Adjust the four-way valve 65 so that ports A and D are connected, while ports B and C are disconnected. Adjust the three-way valve 66 so that ports X and Z are connected, while port Y is closed. At this point, seawater from the external water pipe 61 enters the water pump 64 through the four-way valve 65, and after being pressurized, enters the right water tank 32 through the three-way valve 66.

[0056] (3) Pump water from the left water tank 31 to the right water tank 32: Adjust the four-way valve 65 so that ports B and D are connected, while ports A and C are disconnected. Adjust the three-way valve 66 so that ports X and Z are connected, while port Y is closed. At this point, the water in the left water tank 31 enters the water pump 64 through the four-way valve 65, and after being pressurized, enters the right water tank 32 through the three-way valve 66.

[0057] (4) The right water tank 32 pumps water into the left water tank 31: Adjust the four-way valve 65 so that port C is connected to port D and ports A and B are disconnected. Adjust the three-way valve 66 so that port X is connected to port Y and port Z is closed. At this time, the water in the right water tank 32 enters the water pump 64 through the four-way valve 65, and after being pressurized, enters the left water tank 31 through the three-way valve 66.

[0058] The pumping system 6 of this embodiment integrates multiple functions through the combination of a water pump 64, a four-way valve 65, and a three-way valve 66. It features a compact structure, minimal equipment, low cost, and minimal vessel space. The system is relatively simple to operate, achieving different pumping modes by controlling the valve states of the four-way valve 65 and the three-way valve 66. Furthermore, the system has significant automation potential and can be integrated with the ship's roll monitoring and control systems to achieve intelligent control, such as automatic detection of the ship's roll state and automatic adjustment of the water tank water level. This reduces manual operation and improves the system's response speed and accuracy.

[0059] In one embodiment, an installation pipe 33 is connected between the tops of the left water tank 31 and the right water tank 32 , and the water pumping system 6 is disposed in the installation pipe 33 .

[0060] In this embodiment, the installation pipe 33 serves as the "shell" of the water pumping system 6, which can provide the first physical barrier for the internal pumps, valves, sensors and other precision equipment, effectively preventing damage to the water pumping system 6 by external forces and the environment, and ensuring its service life.

[0061] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other positions or relationships are used solely for ease of description and simplified operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0062] In this specification, reference to terms such as "one embodiment" or "example" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0063] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0064] The technical principles of the present application have been described above in conjunction with specific embodiments. These descriptions are intended solely to explain the principles of the present application and are not to be construed in any way as limiting the scope of protection of the present application. Based on the explanations herein, those skilled in the art will be able to devise other specific implementations of the present application without inventive effort, and such implementations will fall within the scope of protection of the present application.

Claims

1. A roll-on / roll-off ship, characterized in that: The invention comprises a ship body (1), wherein a forecastle (2) is provided on the bow deck of the ship body (1), and a rolling reduction tank (3) is provided on the stern deck; The anti-rolling water tank (3) comprises a left water tank (31) arranged on the port side and a right water tank (32) arranged on the starboard side, and an organic cabin shed (4) and a cargo hold ventilation device (5) are arranged in the area between the left water tank (31) and the right water tank (32).

2. The ro-ro ship according to claim 1, characterized in that: The cargo hold ventilation device (5) and the engine room shed (4) are arranged front and back along the length direction of the ship body (1).

3. The ro-ro ship according to claim 1, characterized in that: The left and right sides of the cabin canopy (4) are respectively connected to the left water tank (31) and the right water tank (32) through connecting beams (41).

4. The ro-ro ship according to claim 1, characterized in that: The left side wall of the left water tank (31) and the right side wall of the right water tank (32) are respectively configured as cylindrical surfaces.

5. The ro-ro ship according to claim 1, characterized in that: A transverse connecting pipe (34) is connected between the bottoms of the left water tank (31) and the right water tank (32).

6. The ro-ro ship according to claim 5, characterized in that: An active control valve (341) for controlling the on-off of the transverse communicating pipe (34) is provided in the transverse communicating pipe (34).

7. The ro-ro ship according to claim 6, characterized in that: It also includes a water pumping system (6), which can pump water for the left water tank (31) and the right water tank (32) respectively.

8. The ro-ro ship according to claim 7, characterized in that: The water pumping system (6) comprises an external water pipe (61), a left water pipe (62) and a right water pipe (63). The external water pipe (61) can be used to extract seawater. The left water pipe (62) extends into the left water tank (31), and the right water pipe (63) extends into the right water tank (32). When the left water pipe (62) is connected to the external water pipe (61), the water pumping system (6) can pump seawater (64) into the left water tank (31). side water tank (31); when the right water pipe (63) is connected to the external water pipe (61), the water pumping system (6) can pump seawater (64) into the right water tank (32); when the left water pipe (62) is connected to the right water pipe (63), the water pumping system (6) can pump water from the left water tank (31) to the right water tank (32), or from the right water tank (32) to the left water tank (31).

9. The ro-ro ship according to claim 8, characterized in that: The water pumping system (6) comprises a water pump (64), a four-way valve (65) and a three-way valve (66); the water pump (64) comprises a water inlet and a water outlet; the four-way valve (65) comprises an A interface, a B interface, a C interface and a D interface; the three-way valve (66) comprises an X interface, a Y interface and a Z interface; the A interface is connected to the external water pipe (61), the B interface is connected to the left water pipe (62), the C interface is connected to the right water pipe (63), and the D interface is connected to the water inlet; the X interface is connected to the water outlet, the Y interface is connected to the left water pipe (62), and the Z interface is connected to the right water pipe (63).

10. The ro-ro ship according to claim 8, characterized in that: An installation pipe (33) is connected between the tops of the left water tank (31) and the right water tank (32), and the water pumping system (6) is arranged in the installation pipe (33).

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