Carbon dioxide transport ship for fiber composite material C-shaped cargo tank

Abstract

The invention belongs to the technical field of liquid carbon dioxide transport ships, and particularly relates to a carbon dioxide transport ship for a fiber composite material C-shaped cargo tank. The ship comprises a main ship body, and the main ship body comprises a tail module, a cabin module, a cargo compartment module and a head module; saddles are arranged on the side walls of the cargo compartment, and the cargo compartment is connected with the main hull through the saddles. Each cargo compartment is internally provided with an independent liquid cargo tank made of a C-shaped fiber composite material. Each liquid cargo tank is composed of an inner container shell, a winding shell, an outer supporting frame, an inner supporting ring and a swing stopping compartment wall. The outer supporting frame protrudes out of the liquid cargo tank body and is embedded into the saddle. The liquid cargo tank body and the ship body structure are connected through a detachable tank body floating stopping device, the liquid cargo tank body is prevented from floating upwards, and lifting lugs are arranged on the tank body floating stopping device. The size of the liquid cargo tank of the carbon dioxide transport ship is not limited, and the liquid cargo tank is light in weight, low in manufacturing and mounting cost, high in safety, good in adaptability to a cargo compartment and high in compartment capacity space utilization rate.

Description

Technical Field

[0001] The present invention belongs to the technical field of liquid carbon dioxide transport vessels, and specifically relates to a fiber composite material C-type cargo tank carbon dioxide transport vessel. The present invention is also applicable to various marine engineering equipment related to the CCUS industry, covering some or all functions of offshore floating carbon dioxide liquefaction, storage, external transmission, injection, etc. Background Art

[0002] Based on the characteristics of carbon dioxide products and its three-phase nature, in order to ensure that the carbon dioxide products maintained in liquid form during storage and transportation, the storage environment needs to take into account both temperature and pressure requirements, that is, the storage temperature and pressure must be higher than the triple point temperature and pressure (5.2barg, -56.6℃).

[0003] The liquid cargo tanks of existing carbon dioxide transport ships all use single-cylinder steel pressure tanks. Due to the inherent capacity limitations of steel, the pressure, size, and volume of the cylindrical pressure tanks are all greatly restricted. Currently, the capacity of low-pressure liquid carbon dioxide storage tanks is generally limited to approximately 9,000 cubic meters, with a maximum diameter of approximately 14.3 meters; the capacity of medium-pressure liquid carbon dioxide storage tanks is generally limited to approximately 4,000 cubic meters, with a maximum diameter of approximately 11.5 meters. Due to the limited diameter, the space in the height direction of the hull cannot be utilized. The only way to meet the ship's carrying capacity is to increase the length and width of the ship to accommodate more liquid cargo tanks. This results in larger ships, which is not conducive to port suitability and is more likely to result in excessive beam / depth (B / D), which is not conducive to ship structural design. Secondly, as the deadweight tonnage of the ship increases, the number of liquid cargo tanks, namely C-type steel tanks, will also increase. This has three disadvantages: 1. The design complexity of the liquid cargo system increases, and the difficulty of piping layout increases, which increases the difficulty of crew operation of the liquid cargo system and the risk of misoperation, as well as the complexity of subsequent maintenance and inspection; 2. It increases the CO2 gas Leakage risk, resulting in low-temperature embrittlement of the hull or formation of dry ice blocking the safety valve, increasing the risk of explosion; 3. The number of C-type tanks hoisted and installed during the construction process increases, which directly affects the installation cost and construction period of the ship; under the same cabin capacity, C-type steel tanks are heavier than fiber composite tanks, and are more difficult to hoist and install, and have high requirements for shipyard hoisting infrastructure. If a sea crane needs to be rented, the overall construction cost of the ship will increase; finally, during the installation process of traditional C-type steel tanks compared with fiber composite materials, the steel tanks and the hull saddles are both made of steel and cannot be in direct contact. Pressure-bearing wood is required as an intermediate support to ensure insulation, which is costly and complex to install. Summary of the Invention

[0004] In order to solve the problems of the existing carbon dioxide transport ship with limited liquid cargo tank size, heavy liquid cargo tank, high manufacturing and installation cost, low safety, poor compatibility with cargo hold room, and low cabin space utilization, the present invention proposes a fiber composite material C-type cargo tank carbon dioxide transport ship, comprising: a main hull, the main hull comprising: a stern module, an engine room module, a cargo hold module and a bow module; the cargo hold module comprises a ballast tank and a plurality of independent cargo hold rooms distributed under a convex deck, transverse bulkheads are arranged between adjacent independent cargo hold rooms, and each cargo hold room is surrounded by a convex deck, a convex deck inclined panel, an inner hull plate and a bottom hull outer plate to form a tank with a polygonal cross section. Chamber structure; a saddle is provided at the bottom of the cargo hold; an independent C-type fiber composite liquid cargo tank is provided in each cargo hold, which is hemispherical at both ends and cylindrical in the middle, and consists of an inner liner shell, a wound shell, an outer support frame, an internal support ring and an anti-sway bulkhead, and the liquid cargo tank is connected to the main hull through the saddle; the outer support frame protrudes from the liquid cargo tank body and is embedded in the saddle; the outer support frame of the liquid cargo tank body is connected to the hull structure through a detachable anti-floating device and a hull anti-floating device support structure to prevent the liquid cargo tank body from floating up, and a lifting lug is provided on the anti-floating device; functional compartments are provided on the convex deck of the cargo hold module, mainly including a liquid cargo equipment room, a fence and a nitrogen room.

[0005] According to the fiber composite material C-type cargo tank carbon dioxide transport ship described above, the anti-floating device is composed of a hull anti-floating device support structure, a pressure-bearing block and a tank anti-floating device support structure; the inner wall of the convex deck inclined panel is provided with a convex deck inclined panel inner side reinforcement rib; one end of the hull anti-floating device support structure is connected to the convex deck inclined panel reinforcement rib, and the other end of the hull anti-floating device support structure is a smooth panel, which is transitionally connected to one end of the tank anti-floating device support structure by the pressure-bearing block, and the other end of the tank anti-floating device support structure is connected to the outer support frame.

[0006] According to the fiber composite material C-type cargo tank carbon dioxide transport ship described above, the tank anti-floating device support structure is a detachable structure; a groove structure is provided at one end of the tank anti-floating device support structure, and a flange is provided on the groove structure; screw holes are provided on the flange, and the tank anti-floating device support structure is inserted into the outer support frame through the flange provided on the groove structure, and the outer support frame is provided with screw holes at corresponding positions of the flange; thereby, the tank anti-floating device support structure is fixedly set on the outer support frame, and a fence is provided on the upper surface of the other end of the tank anti-floating device support structure, and the pressure block is embedded in the fence, which serves to connect the hull anti-floating support structure and the tank anti-floating device support structure, and the position of the tank anti-floating device support structure can be adjusted along the inner side wall of the convex deck inclined panel.

[0007] According to the fiber composite C-type cargo tank carbon dioxide transport ship described above, the ballast tank is surrounded by the main deck, the inner hull plate and the outer hull plate, and is used to adjust the floating state and the no-load navigation to meet the propeller immersion requirements.

[0008] According to the fiber composite C-type cargo tank carbon dioxide transport ship described above, the saddle includes a base groove for placing the outer support frame, a triangular bracket support structure fixedly connected to the bottom of the base groove, and a T-shaped main support structure.

[0009] According to the fiber composite material C-type cargo tank carbon dioxide transport ship described above, the saddle includes a fixed saddle and a sliding saddle, the fixed saddle limits the sliding of the liquid cargo tank body, and the sliding saddle compensates for the thermal expansion of the liquid cargo tank; the base groove of the fixed saddle is fixedly connected to the outer support frame by epoxy resin; the base groove of the sliding saddle is 30 to 100 mm wider than the base groove of the fixed saddle, and the surface of the base groove of the sliding saddle in contact with the outer support frame is provided with a stainless steel slide plate.

[0010] According to the fiber composite material C-type cargo tank carbon dioxide transport ship described above, the diameter of the outer support frame is 200 mm or more larger than the diameter of the liquid cargo tank body, and the thickness is greater than 100 mm.

[0011] According to the fiber composite material C-type cargo tank carbon dioxide transport ship described above, the saddle is longitudinally arranged at the hull reinforcement structure along the outer wall of the liquid cargo tank at the bottom of the liquid cargo tank, corresponding one-to-one to the outer support frame of the tank; the saddle's wrap angle α is 150°~160°.

[0012] According to the fiber composite C-type cargo tank carbon dioxide transport ship described above, the pressure blocks are wooden or fiber composite cylindrical / square blocks, and their positions can be adjusted along the direction of the inclined panel.

[0013] According to the fiber composite C-type cargo tank carbon dioxide transport ship described above, the angle θ between the convex deck inclined panel of the independent cargo hold and the horizontal plane is 40°~70°, and the single-side width of the main deck is greater than 2500mm.

[0014] The beneficial effects of the present invention are as follows: 1. This invention overcomes size limitations, optimizing the primary dimensions of the ship and capacity utilization. Due to material strength and processing limitations, traditional steel liquid cargo tanks have a maximum diameter of only 14.3 meters for low-pressure liquid CO2 storage tanks, and an even smaller 11.5 meters for medium-pressure liquid CO2 storage tanks. This limits tank capacity, with a low-pressure tank capacity of approximately 9,000 cubic meters. This requires increasing the ship's length and beam to accommodate multiple tanks, resulting in redundancy in the primary dimensions and an imbalanced B / D ratio. This invention utilizes a fiber composite C-type liquid cargo tank with hemispherical ends and a cylindrical center. This composite structure, comprised of an inner liner and a wound shell, is combined with an external support frame to enhance overall rigidity, support larger diameters (the outer support frame diameter must be ≥ tank diameter + 200 mm), and a volumetric structure. Given the same ship beam, the diameter of the C-type fiber composite liquid cargo tank can be increased to over 16 meters, increasing capacity by 40% and improving shipboard headroom utilization. Furthermore, the polygonal, independent cargo hold adapts to the tank's shape, reducing redundant gaps and increasing capacity utilization to over 70%. Compared with the traditional steel liquid cargo tank structure, the total length and width of the ship are reduced by 20%, the main scale parameters are better, and the port suitability is significantly enhanced.

[0015] 2. The present invention is lightweight and simplifies installation, reducing construction costs and cycles. Traditional steel liquid cargo tanks require pressure-bearing wood for insulation and are heavy. The weight of a tank of the same volume is more than twice that of a fiber tank. It relies on heavy sea cranes for installation, which is costly. The present invention utilizes the lightweight characteristics of fiber composite materials, with a density of only 1 / 4 of that of steel, reducing the total weight of the liquid cargo tank by 60% and reducing the need for lifting equipment. The outer support frame is directly embedded in the groove of the saddle base, eliminating the middle layer of pressure-bearing wood and simplifying the installation steps. The saddle is divided into two categories: fixed saddles and sliding saddles. The fixed saddle is bonded to the outer support frame with epoxy resin, and the sliding saddle uses a stainless steel slide to compensate for thermal expansion, which improves installation efficiency by 30%. In addition, the detachable anti-floating device is quickly connected to the groove structure through a flange, without the need for welding, further shortening the construction period and reducing construction costs by approximately 25%.

[0016] 3. The present invention optimizes the modular structure of the cargo hold, reducing the risk of leakage and operational complexity. The traditional layout of multiple steel tanks leads to redundant piping. For example, a single ship needs to be equipped with more than 10 tanks, with a large number of valves and interfaces, which increases the number of leakage points. Low-temperature carbon dioxide can easily cause embrittlement or dry ice blockage. The present invention uses large-volume fiber tanks to increase the volume of a single tank by 50%, reducing the number of tanks. Instead of the original 8 steel tanks, only 4 fiber tanks are required, and the cargo hold module piping system is simplified by 40%. The independent cargo hold room adopts a convex deck and a polygonal cabin structure. The liquid cargo tank fits the shape of the cabin, and the pipelines are arranged centrally along the bulkhead to reduce bends and interfaces. In addition, the rigid connection between the outer support frame and the saddle reduces the vibration of the tank body. Combined with the anti-sway bulkhead design, it reduces the stress concentration caused by the sway of the liquid cargo. Compared with the traditional structure, the risk of leakage is reduced by 60%, and the difficulty of operation and maintenance is significantly reduced.

[0017] 4. The thermal expansion compensation and structural adaptability of the present invention enhance operational safety. Steel liquid tanks are prone to stress cracks at the saddle due to thermal expansion and contraction, and rigid connections make it difficult to release deformation. The present invention adopts a sliding saddle and a fixed saddle combination structure: the width of the sliding saddle base groove is 30-100mm larger than that of the fixed saddle, and a stainless steel slide is provided to allow the liquid tank to slide laterally when the temperature changes, with a reserved gap T1 ≥ 10mm, T2 ≥ 20mm, which effectively compensates for thermal expansion deformation. The outer support frame is embedded in the saddle with an angle α = 150°-160°. The load is dispersed through the triangular elbow plate and the T-shaped main support to avoid local stress concentration. At the same time, the pressure block of the detachable anti-floating device can be adjusted along the inclined plate to adapt to different thermal deformation amounts. Compared with traditional steel tanks, the thermal stress of the sliding saddle and fixed saddle combination structure of the present invention is reduced by 50%, the structural fatigue life is extended by 30%, and the operational safety is significantly improved.

[0018] 5. The present invention uses fiber composite materials to manufacture liquid cargo tanks, which optimizes corrosion resistance and insulation properties, reducing energy consumption and maintenance requirements. Steel liquid cargo tanks require regular anti-corrosion coatings, and their high thermal conductivity increases refrigeration energy consumption, requiring continuous energy supply to maintain -56.6°C. The present invention uses fiber composite materials to manufacture liquid cargo tanks. The inner shell and the wrapped shell have natural corrosion resistance, requiring no additional anti-corrosion treatment, and their service life is extended to more than 30 years. The thermal conductivity of the composite material is only 1 / 50 of that of steel, effectively isolating external heat and reducing carbon dioxide evaporation loss. In addition, the angle θ=40°-70° between the convex deck inclined panel of the independent cargo compartment and the horizontal plane optimizes air convection in the cabin and further reduces the refrigeration load. Compared with traditional carbon dioxide transport ships, the present invention reduces maintenance costs by 40% over the entire life cycle, significantly improves energy efficiency, and meets the needs of low-carbon transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the main hull structure of a fiber composite material C-type cargo tank carbon dioxide transport ship of the present invention.

[0020] Figure 2 This is a schematic diagram of the installation of a liquid cargo tank of a fiber composite material C-type cargo tank carbon dioxide transport ship on the main hull of the present invention.

[0021] Figure 3 The present invention is a schematic structural diagram of a cross-section of a cargo hold module with a liquid cargo tank of a fiber composite material C-type cargo tank carbon dioxide transport ship.

[0022] Figure 4 The present invention is a schematic cross-sectional view of a fixed saddle of a cargo hold of a fiber composite material C-type cargo tank carbon dioxide transport ship.

[0023] Figure 5The present invention is a schematic cross-sectional view of a sliding saddle of a cargo hold of a fiber composite material C-type cargo tank carbon dioxide transport ship.

[0024] Figure 6 The present invention is a schematic cross-sectional view of a tank anti-floating device for a fiber composite material C-type cargo tank carbon dioxide transport ship.

[0025] In the figure: 1- liner shell, 2- wound shell, 3- outer support frame, 8- hull anti-floating device support structure, 9- pressure block, 10- tank anti-floating device support structure, 11- inner side reinforcement rib of convex deck inclined plate, 12- groove structure, 13- flange, 14- main deck, 15- hull inner shell plate, 16- hull outer plate, 17- base groove, 18- triangular bracket support structure, 19- T-type main support structure, 20- epoxy resin, 21- stainless steel slide plate, 22- transverse bulkhead, 23- enclosure, 50- liquid cargo equipment room, 60- anti-floating device, 61- lifting lug, 70- sliding saddle, 80- fixed saddle, 89- dry powder room, 90- nitrogen room, 100- main hull, 200- tail module, 300- engine room module, 400- cargo hold module, 410-Cargo hold, 411-Liquid cargo tank, 412-Convex deck inclined plate, 413-Inner hull plate, 414-Bottom hull plate, 415-Saddle, 416-Convex deck, 420-Ballast tank, 500-Bow module. DETAILED DESCRIPTION

[0026] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0027] like Figures 1 to 6As shown, a fiber composite C-type cargo tank carbon dioxide transport ship includes: a main hull 100, the main hull 100 includes: a tail module 200, a cabin module 300, a cargo hold module 400 and a bow module 500; the cargo hold module 400 includes a ballast tank 420 and a plurality of independent cargo hold rooms 410 distributed under a convex deck 416, a transverse bulkhead 22 is provided between adjacent independent cargo hold rooms 410, and each cargo hold room 410 is surrounded by a convex deck 416, a convex deck inclined plate 412, an inner hull plate 413 and a bottom hull plate 414 to form a cabin structure with a polygonal cross section; a saddle 415 is provided at the bottom of the cargo hold room 410; and a saddle 415 is provided in each cargo hold room 410. An independent C-type fiber composite liquid tank 411 is hemispherical at both ends and cylindrical in the middle. It consists of an inner shell 1, a wrapped shell 2, an outer support frame 3, an internal support ring and an anti-sway bulkhead. The liquid tank 411 is connected to the main hull 100 through a saddle 415; the outer support frame 3 protrudes from the liquid tank 411 and is embedded in the saddle 415; the liquid tank 411 is connected to the hull structure through a detachable anti-floating device 60 to prevent the liquid tank 411 from floating up. The anti-floating device 60 is provided with a lifting lug 61; functional compartments are provided on the convex deck 416 of the cargo hold module 400, mainly including a liquid cargo equipment room 50, a dry powder room 89 and a nitrogen room 90.

[0028] The anti-floating device 60 is composed of a hull anti-floating device support structure 8, a pressure block 9 and a tank anti-floating device support structure 10; the inner wall of the convex deck inclined panel 412 is provided with a convex deck inclined panel inner side reinforcement rib 11; one end of the hull anti-floating device support structure 8 is connected to the convex deck inclined panel reinforcement rib 11, and the other end of the hull anti-floating device support structure 8 is a smooth panel, which is transitionally connected to one end of the tank anti-floating device support structure 10 by the pressure block 9, and the other end of the tank anti-floating device support structure 10 is connected to the outer support frame 3.

[0029] The tank anti-floating device support structure 10 is a detachable structure; a groove structure 12 is provided at one end of the tank anti-floating device support structure 10, and a flange 13 is provided on the groove structure 12; screw holes are provided on the flange 13, and the tank anti-floating device support structure 10 is inserted into the outer support frame 3 through the flange 13 provided on the groove structure 12, and the outer support frame 3 is provided with screw holes at corresponding positions of the flange 13; thereby, the tank anti-floating device support structure 10 is fixed on the outer support frame 3, and a barrier 23 is provided on the upper surface of the other end of the tank anti-floating device support structure 10, and the pressure block 9 is embedded in the barrier 23, which serves to connect the hull anti-floating support structure 8 and the tank anti-floating device support structure 10. The position of the tank anti-floating device support structure 10 can be adjusted along the inner wall of the convex deck inclined panel 412.

[0030] The ballast tank 420 is surrounded by the main deck 14, the inner hull plate 15 and the outer hull plate 16, and is used to adjust the buoyancy and meet the propeller immersion requirements for no-load navigation.

[0031] The saddle 415 includes a base groove 17 for placing the outer support frame 3 and a triangular bracket support structure 18 and a T-shaped main support structure 19 fixedly connected to the bottom of the base groove 17.

[0032] The saddle 415 includes a fixed saddle 80 and a sliding saddle 70. The fixed saddle 6 limits the sliding of the liquid cargo tank 411, and the sliding saddle 7 compensates for the thermal expansion of the liquid cargo tank 411. The base groove of the fixed saddle 80 is fixedly connected to the outer support frame 3 by epoxy resin 20. The base groove of the sliding saddle 70 is 30 to 100 mm wider than the base groove of the fixed saddle 80. The surface of the base groove of the sliding saddle 70 that contacts the outer support frame 3 is provided with a stainless steel slide plate 21.

[0033] The diameter of the outer support frame 3 is 200 mm or more larger than the diameter of the liquid cargo tank 411, and the thickness is greater than 100 mm.

[0034] The saddle 415 is longitudinally arranged at the hull reinforcement structure along the outer wall of the liquid cargo tank 411 at the bottom of the liquid cargo tank 411 and corresponds to the outer support frame of the tank; the wrap angle α of the saddle 415 is 150°~160°.

[0035] The pressure block 9 is a wooden or fiber composite cylindrical / square block, and its position can be adjusted along the direction of the inclined panel.

[0036] The angle θ between the convex deck inclined panel 412 of the independent cargo hold 410 and the horizontal plane is 40°~70°, and the single-side width of the main deck 14 is greater than 2500mm.

[0037] This embodiment includes a main hull 100, wherein the main hull 100 is equipped with a stern module 200, an engine room module 300, a cargo hold module 400, and a bow module 500. The stern module 200 is used to accommodate equipment such as rudders and propellers. The engine room module 300 is equipped with the propulsion system and its supporting equipment, as well as oil and water tanks required by various systems. The bow module 500 is equipped with the bow oil tank, forepeak tank, etc. The cargo hold module 400 consists of side ballast tanks 420 and multiple independent cargo compartments 410 distributed below the nose deck 416. Transverse bulkheads 22 are installed between adjacent independent cargo compartments 410. Independent fiber composite carbon dioxide type C liquid cargo tanks 411 are placed in the independent cargo compartments 410. The nose deck 416 of the cargo hold module 400 is equipped with a dry powder room 89, a nitrogen room 90, a liquid cargo equipment room 50, and equipment related to liquid cargo system maintenance.

[0038] The independent carbon dioxide C-type liquid cargo tank 411 is hemispherical at both ends and cylindrical in the middle. It consists of an inner liner shell 1, a wound shell 2, an outer support frame 3, an internal support ring and an anti-swing bulkhead. The entire liquid cargo tank 411 is preferably made of fiber composite material, which can be made by glass fiber, carbon fiber or a combination of glass fiber and carbon fiber. The inner liner shell 1 of the liquid cargo tank can also be made of steel, and the wound shell 2 is made of a combination of fiber composite materials.

[0039] An independent carbon dioxide C-type liquid cargo tank 411 has 2-3 outer support frames 3 set in the middle column part. The outer support frames 3 are in the form of a convex type. A detachable tank anti-floating device support structure 10 is set on the upper part of the outer support frame 3, and the anti-floating device 60 also serves as the C-type liquid cargo tank lifting ear function.

[0040] Liquid cargo tank 411 is installed within polygonal independent cargo hold 410. The polygonal cargo hold 410's design coordinates with the exterior design of the CO2 C-type liquid cargo tank 411. While meeting the space requirements for the liquid cargo tank 411, saddle 415, anti-floating device, inspection access, and structural components, it fully utilizes the ship's hull space in length, width, and height. While maintaining the same deadweight, it reduces the ship's gross tonnage and structural weight, improving cargo hold area utilization and significantly enhancing the ship's economic efficiency.

[0041] The independent cargo hold 410 is composed of a convex deck 416, a convex deck inclined panel 412, a hull inner shell plate 15 and a bottom hull outer plate 16. The cross-section of the independent cargo hold 410 is a polygonal hold. A saddle 415 is provided at the bottom of the cargo hold 410, and the saddle 415 is welded to the hull structure. A hull anti-floating device support structure 8 is provided in the middle of the convex deck inclined panel 412 of the cargo hold 410, which is used to connect the tank anti-floating device support structure 10 of the C-type liquid cargo tank 411.

[0042] The saddle 415 is composed of a T-shaped main support structure 19, a triangular bracket support structure 18 and a base groove 17. The saddle 415 is divided into a fixed saddle 80 and a sliding saddle 70. The fixed saddle 80 can prevent the C-type liquid cargo tank 411 from slipping and is used to fix the tank body of the C-type liquid cargo tank 411, so as to facilitate the transfer of the load of the C-type liquid cargo tank 411 during the navigation of the ship to the hull structure; the sliding saddle 70 can balance thermal expansion compensation and stress release. Therefore, the opening size of the base groove of the fixed saddle 80 is larger than the width of the outer support frame 3 of the liquid cargo tank 411, and is used to fill the epoxy resin 20. The opening size of the base groove of the sliding saddle 70 is 30~100mm larger than the opening size of the base groove of the fixed saddle 80. The number of saddles 415 at the bottom of the liquid cargo tank 411 is longitudinally distributed at the hull reinforcement structure position based on the structural strength, and corresponds one-to-one with the 3 of the outer support frame of the liquid cargo tank 411. There is only one saddle 415 which is a fixed saddle 80, and multiple sliding saddles 70 are set.

[0043] The anti-floating device 60 consists of a hull anti-floating device support structure 8, a pressure block 9, and a tank anti-floating device support structure 10. One end of the hull anti-floating device 60 is connected to the inner reinforcement rib 11 of the convex deck inclined panel. The other end is a smooth panel, transitioning to the tank anti-floating device support structure 10 of the C-type liquid cargo tank 411 via the pressure block 9. The pressure block 9 is made of wood or fiber composite material and is cylindrical or square in shape. The tank anti-floating device support structure 8 is a removable groove type. Multiple flanges 13 with screw holes are used to insert the tank anti-floating device 60 into the outer support frame 3 of the C-type liquid cargo tank 411. Screw holes are opened at corresponding positions on the outer support frame 3 to secure the C-type liquid cargo tank anti-floating device support structure 10 to the outer support frame 3. Its position can be adjusted along the convex deck inclined panel 412.

[0044] The ballast tank 420 is composed of the main deck 14, the inner hull plate 15 and the outer hull plate 16, and is used to adjust the buoyancy and no-load navigation to meet the propeller immersion requirements.

[0045] In this embodiment, the outer support frame 3 protrudes and wraps around the shell 2, and its diameter D1 is ≥ the tank diameter D of the liquid cargo tank 411 + 200 mm and above, and the thickness b2 of the outer support frame 3 is greater than 100 mm. The protruding outer support frame 3 is aligned and embedded in the base groove 17 of the saddle 415 for connection with the hull; the saddle 415 supports the C-type liquid cargo tank 411 in the range of 150°≤α≤160° with respect to the C-type liquid cargo tank along the ship width direction.

[0046] like Figure 3As shown, the height H1 of the liquid collecting well at the bottom of the cargo hold 410 from the bottom hull plating 414 is greater than the damage range required by the IGC rules, that is, H1 is greater than the smaller of B / 15 and 2m; the diameter of the C-type liquid cargo tank is D, and the inner hull plating 413, the convex deck 416 and the convex deck inclined plate 412 are arranged outside the inner hull limit line KX. The inner hull limit line KX needs to take into account the needs of structural layout and channel layout. The inner hull limit line KX is a circular line concentric with the cross section of the cargo hold 410, and the diameter D2 of the inner hull limit line KX is greater than D1+700mm; the height H2 of the convex deck 416 from the outer support frame 3 of the liquid cargo tank 411 is greater than 1200mm, which is used to arrange the deck reinforcement structure; the main deck 14 is located at a distance from the hull baseline The height A of CL should meet both the ship's freeboard requirements and the layout requirements of the manifold area. The single-side width b3 of the main deck 14 should be greater than 2500mm to ensure the capacity, normal layout, and passage requirements of the ballast tank 420. The preferred range of the angle θ between the convex deck inclined plate 412 and the horizontal plane is 40°≤θ≤70°, and the flatness of the convex deck 416 must meet the ship's layout requirements. The length L of the cargo hold 410 along the ship's length should be greater than the total length of the liquid cargo tank 411, and the distance from the bulkhead L1 at both ends should be greater than 1000mm to meet the design requirements of the lifting holes and passage space.

[0047] The base groove of the sliding saddle 70 is 30-100 mm wider than the base groove of the fixed saddle 80. A clearance T1 ≥ 10 mm and a clearance T2 ≥ 20 mm are reserved on either side of the base groove of the sliding saddle 70. The sliding saddle 70 provides balanced thermal expansion compensation and stress relief. The outer support frame 3 is inserted into the base groove of the sliding saddle 70, with a stainless steel slide 21 inserted in between to ensure a sliding connection.

[0048] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A fiber composite C-type cargo tank carbon dioxide transport ship, characterized in that: include: The main hull (100) includes: a tail module (200), a cabin module (300), a cargo hold module (400) and a bow module (500); the cargo hold module (400) includes a ballast tank (420) and a plurality of independent cargo hold rooms (410) distributed under a convex deck (416); a transverse bulkhead (22) is provided between adjacent independent cargo hold rooms (410); the convex deck room (410) at the top of each cargo hold is surrounded by a convex deck (416), a convex deck inclined panel (412), a hull inner shell plate (413) and a bottom hull outer plate (414) to form a cabin structure with a polygonal cross section; a saddle (415) is provided at the bottom of the cargo hold room (410); and an independent C-type fiber composite liquid cargo tank (411) is provided in each cargo hold room (410). The liquid cargo tank (411) is hemispherical at both ends and cylindrical in the middle, and is composed of an inner shell (1), a winding shell (2), an outer support frame (3), an internal support ring and an anti-sway bulkhead. The liquid cargo tank (411) is connected to the main hull (100) through a saddle (415); the outer support frame (3) protrudes from the tank body of the liquid cargo tank (411) and is embedded in the saddle (415); the outer support frame (3) of the tank body of the liquid cargo tank (411) is connected to the hull structure through a detachable anti-floating device (60) and a hull anti-floating device support structure (8) to prevent the tank body of the liquid cargo tank (411) from floating up, and a lifting lug (61) is provided on the anti-floating device (60); functional cabins are provided on the convex deck (416) of the cargo hold module (400), including a liquid cargo equipment room (50), a dry powder room (89) and a nitrogen room (90).

2. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 1, characterized in that: The anti-floating device (60) is composed of a hull anti-floating device support structure (8), a pressure block (9) and a tank anti-floating device support structure (10); a convex deck inclined panel inner side reinforcement rib (11) is provided on the inner wall of the convex deck inclined panel (412); one end of the hull anti-floating device support structure (8) is connected to the convex deck inclined panel reinforcement rib (11), and the other end of the hull anti-floating device support structure (8) is a smooth panel, which is transitionally connected to one end of the tank anti-floating device support structure (10) by the pressure block (9), and the other end of the tank anti-floating device support structure (10) is connected to the outer support frame (3).

3. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 2, characterized in that: The tank anti-floating device support structure (10) is a detachable structure; a groove structure (12) is provided at one end of the tank anti-floating device support structure (10), and a flange (13) is provided on the groove structure (12); screw holes are provided on the flange (13), and the tank anti-floating device support structure (10) is inserted into the outer support frame (3) through the flange (13) provided on the groove structure (12), and the outer support frame (3) is provided with screw holes at corresponding positions of the flange (13); thereby, the tank anti-floating device support structure (10) is fixedly provided on the outer support frame (3), and a fence (23) is provided on the upper surface of the other end of the tank anti-floating device support structure (10), and a pressure block (9) is embedded in the fence (23), which plays a role in connecting the hull anti-floating support structure (8) and the tank anti-floating device support structure (10), and the position of the tank anti-floating device support structure (10) can be adjusted along the inner side wall of the convex deck inclined plate (412).

4. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 1, characterized in that: The ballast tank (420) is surrounded by the main deck (14), the inner hull plate (15) and the outer hull plate (16), and is used to adjust the buoyancy and the no-load navigation to meet the propeller immersion requirement.

5. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 1, characterized in that: The saddle (415) comprises a base groove (17) for placing the outer support frame (3), and a triangular toggle support structure (18) and a T-shaped main support structure (19) fixedly connected to the bottom of the base groove (17).

6. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 5, characterized in that: The saddle (415) includes a fixed saddle (80) and a sliding saddle (70), wherein the fixed saddle (80) limits the sliding of the tank body of the liquid cargo tank (411), and the sliding saddle (70) compensates for the thermal expansion of the liquid cargo tank (411); the base groove of the fixed saddle (80) is fixedly connected to the outer support frame (3) by epoxy resin (20); the base groove of the sliding saddle (70) is 30 to 100 mm wider than the base groove of the fixed saddle (80), and a stainless steel slide plate (21) is provided on the surface of the base groove of the sliding saddle (70) in contact with the outer support frame (3).

7. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 6, characterized in that: The outer support frame (3) has a diameter greater than or equal to 200 mm greater than the diameter of the liquid cargo tank (411) and a thickness greater than 100 mm.

8. A fiber composite C-type cargo tank carbon dioxide transport ship according to claim 5 or 6, characterized in that: The saddle (415) is longitudinally arranged at the hull reinforcement structure along the outer wall of the liquid cargo tank (411) at the bottom of the liquid cargo tank (411) in a one-to-one correspondence with the outer support frame of the tank; the wrap angle α of the saddle (415) is 150°~160°.

9. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 1, characterized in that: The carbon dioxide C-type liquid cargo tank is made of a fiber composite material, or glass fiber, or carbon fiber, or a combination of glass fiber and carbon fiber. The inner shell 1 of the liquid cargo tank is made of steel material, and the winding shell 2 is made of a combination of fiber composite materials.

10. The fiber composite C-type cargo tank carbon dioxide transport ship according to claim 2, characterized in that: The pressure block (9) is a wooden or fiber composite cylindrical / square block, and its position can be adjusted along the direction of the inclined panel; the angle θ between the convex deck inclined panel (412) of the independent cargo hold (410) and the horizontal plane is 40°~70°, and the single-side width of the main deck (14) is greater than 2500mm.

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