Novel asphalt ship cross section structure
By designing a new cross-sectional structure of cargo oil tanks and ballast water tanks on the asphalt ship, the problem of insufficient isolation distance between the side and the conflict is solved, the tank capacity utilization rate and construction efficiency are improved, and the cargo residue is reduced.
Patent Information
- Application Number
- CN202422564272.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-23
- Publication Date
- 2025-07-18
- Estimated Expiration
- 2034-10-23
AI Technical Summary
The cross-sectional structure of the existing asphalt ship leads to excessive isolation distance on the side, loss of cargo compartment space, insufficient isolation distance of the conflict section, difficult to meet the isolation height requirements, increase construction difficulty and large cargo residual volume.
The design of a cargo oil tank and an outer ballast water tank arranged above the bottom ribs of the ship are adopted. The longitudinal bulkhead includes an upper vertical bulkhead, an inclined bulkhead and a lower vertical bulkhead. The inclined sidewall is obliquely tilted downward towards the midline of the ship. The inclined sidewall forms an obtuse angle with the bottom of the cargo oil tank, simplifying the inner shell structure.
Reduce the width of the ballast tank side compartment, increase the length of the straight section of the asphalt tank, increase the capacity of the cargo tank, reduce cargo residues, and simplify the construction process.
Smart Images
Figure CN223116538U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of ships, and particularly relates to a novel cross-sectional structure of an asphalt ship. Background Art
[0002] An asphalt ship is a ship specially designed to carry petroleum asphalt. The temperature of the conventional asphalt carried can reach over 170 degrees Celsius. For some special goods, such as coal tar asphalt, the carrying temperature can reach 200 degrees Celsius, or even over 220 degrees Celsius. Therefore, at present, most asphalt ships adopt the design scheme of an independent liquid cargo tank type to prevent the high temperature of asphalt from affecting the hull structure.
[0003] An asphalt ship belongs to the category of oil tankers. In the design, it usually also loads refined oil products. Therefore, its design should meet the requirements of the International Maritime Organization's "Convention for the Prevention of Pollution from Ships". Article 19 of Annex 1 of the convention stipulates the minimum requirements for the position of the cargo tanks of oil tankers from the outer hull plate, namely the side distance requirement w and the specific bottom requirement h.
[0004] Where: w = 0.5 + deadweight / 20000 (m) or w = 2.0 (m), take the smaller value, and the minimum value of w is at least 1.0 m;
[0005] h = ship width / 15 (m) or h = 2.0 (m), take the smaller value, and the minimum value of h is at least 1.0 m.
[0006] Usually, one or even multiple layers of insulation are coated around the asphalt ship tank body for heat preservation inside the cargo tank and can also play a heat insulation role to avoid too high temperature in the isolation void space of the cargo tank. A certain distance needs to be reserved between the outer layer of the cargo tank insulation and the hull structure to facilitate the crew to repair and maintain the cargo tank. At the same time, due to the requirements of the shipyard construction process, there are also certain distance requirements between the cargo tank and the hull. Many classification societies have clearly defined the minimum width requirements for the isolation void space.
[0007] In the ship design of an asphalt ship, the independent cargo tank of the asphalt ship needs to meet the above distance requirements, and at the same time, the ship's cargo capacity should be increased as much as possible, which is beneficial to improving the economic performance of the ship. For most medium and small-sized asphalt ships, the calculated value of h is greater than the value of w. Therefore, the bottom distance from the outer plate isolation requirement is relatively higher than the side isolation requirement. The existing asphalt ship scheme adopts a single-bottom double-hull structure type, and double-hull ballast tanks are arranged on the side. Therefore, the side distance far exceeds the isolation distance w requirement, while the relative bottom isolation distance, especially the requirement h at the bilge position of the ship, is difficult to meet.
[0008] The cross-sectional type of the existing asphalt ship is as Figure 1As shown in the figure, a single-bottom double-hull structure is adopted. The asphalt cargo tank for transporting asphalt is independent of the hull structure. The asphalt cargo tank, i.e., the cargo oil tank 50, is arranged above the bottom ribs 51 of the hull. The double-hull structure on the side of the hull is the ballast tank 52, and the isolation empty tank 53 is arranged between the ballast tank 52 and the cargo oil tank 50. The cargo oil tank is covered with heat insulation and insulation materials for heat preservation and insulation of asphalt. The included angle between the side bulkhead 54 of the cargo oil tank and the bottom 55 of the cargo oil tank is about 90°.
[0009] The disadvantages of the prior art are as follows:
[0010] 1. The side isolation distance is relatively large, resulting in a large loss of cargo hold space.
[0011] 2. The bilge isolation distance is relatively small, and it is not easy to meet the requirement of the isolation height h, resulting in a small straight section distance in the middle of the cargo tank, increasing the construction workload.
[0012] 3. The side and bottom structures of the cargo tank are designed almost vertically, which cannot effectively clean the tank, resulting in a large amount of residual cargo, affecting the economic performance of the ship, and at the same time increasing the inner shell corner points of the ship, increasing the construction difficulty. Content of the Utility Model
[0013] The technical problem to be solved by the utility model is to overcome the above defects existing in the prior art and provide a new cross-sectional structure of an asphalt ship.
[0014] The utility model solves the above technical problems through the following technical solutions:
[0015] A new cross-sectional structure of an asphalt ship, which includes a cargo oil tank arranged above the bottom ribs of the ship and a ballast tank arranged outside the cargo oil tank; the ballast tank is arranged between the side shell plate and the longitudinal bulkhead; the longitudinal bulkhead is located outside the side bulkhead of the cargo oil tank; the longitudinal bulkhead includes an upper vertical bulkhead, an inclined bulkhead and a lower vertical bulkhead connected in sequence, and the inclined bulkhead is inclined obliquely downward towards the ship centerline; the side bulkhead of the cargo oil tank includes a vertical side wall and an inclined side wall; the inclined side wall is arranged between the vertical side wall and the bottom of the cargo oil tank; the inclined side wall is inclined obliquely downward towards the ship centerline.
[0016] Further, the lower vertical bulkhead is fixedly connected to the ship bottom plate.
[0017] Further, the included angle between the inclined side wall and the bottom of the cargo oil tank is an obtuse angle.
[0018] Further, the included angle between the vertical side wall and the inclined side wall is an obtuse angle.
[0019] Further, the included angle between the vertical side wall and the inclined side wall is greater than the included angle between the inclined side wall and the bottom of the cargo oil tank.
[0020] Furthermore, the distance between the inclined side wall and the inclined bulkhead is not less than the distance between the vertical side wall and the upper vertical bulkhead.
[0021] Furthermore, the connection of the inclined side wall and the vertical side wall is not lower than the connection of the upper vertical bulkhead and the inclined bulkhead.
[0022] Furthermore, cargo oil tank bottom floor plates are provided at the bottom of the cargo oil tank.
[0023] Furthermore, pads are provided between the cargo oil tank bottom floor plates and the bottom floor plates of the ship.
[0024] Furthermore, the bottom floor plates of the ship are fixedly provided on the ship bottom plate.
[0025] The beneficial effects of the present utility model are as follows: The present utility model is conducive to reducing the width of the side tank of the asphalt ship ballast tank, increasing the length of the straight section of the asphalt tank, and improving the cargo hold capacity of the asphalt tank. The present utility model is conducive to reducing the residual of cargo unloading and making it easier to clean the tank. The present utility model simplifies the hull and the inner shell of the cargo hold, reduces the sharp corners of the ship plates, and simplifies the construction process. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 FIG. is a schematic cross-sectional structure diagram of the bilge of an asphalt ship in the prior art.
[0027] Figure 2 FIG. is a schematic cross-sectional structure diagram of a preferred embodiment of the present utility model.
[0028] Figure 3 is Figure 2 the schematic cross-sectional structure diagram of the bilge of the asphalt ship in
[0029] Figure 4 is for Figure 3 the schematic diagram after dimension marking of DETAILED DESCRIPTION OF THE EMBODIMENTS
[0030] The following is a preferred embodiment and is described in more clearly and completely in conjunction with the drawings to illustrate the present utility model.
[0031] As Figure 2 , Figure 3 and Figure 4 shown, a novel cross-sectional structure of an asphalt ship includes a cargo oil tank 10 provided above the bottom floor plates 23 of the ship and a ballast water tank 20 provided outside the cargo oil tank; the ballast water tank is provided between the side shell plating 21 and the longitudinal bulkhead 30.
[0032] The longitudinal bulkhead 30 is located outside the lateral bulkhead 40 of the cargo oil tank 10. An isolation empty tank is formed between the longitudinal bulkhead 30 and the lateral bulkhead 40 of the cargo oil tank.
[0033] The longitudinal bulkhead 30 includes an upper vertical bulkhead 31, an inclined bulkhead 32, and a lower vertical bulkhead 33 that are connected in sequence. The inclined bulkhead 32 slopes downward obliquely towards the ship's centerline.
[0034] The lateral bulkhead 40 of the cargo oil tank includes a vertical sidewall 41 and an inclined sidewall 42; the inclined sidewall 42 is provided between the vertical sidewall 41 and the bottom 11 of the cargo oil tank; the inclined sidewall 42 slopes downward obliquely towards the ship's centerline.
[0035] The lower vertical bulkhead 33 is fixedly connected to the ship bottom plate 22.
[0036] The included angle between the inclined sidewall 42 and the bottom 11 of the cargo oil tank is an obtuse angle.
[0037] The included angle between the vertical sidewall 41 and the inclined sidewall 42 is an obtuse angle.
[0038] The included angle between the vertical sidewall 41 and the inclined sidewall 42 is greater than the included angle between the inclined sidewall 42 and the bottom 11 of the cargo oil tank.
[0039] The distance between the inclined sidewall 42 and the inclined bulkhead 32 is not less than the distance between the vertical sidewall 41 and the upper vertical bulkhead 31.
[0040] The connection between the inclined sidewall 42 and the vertical sidewall 41 is not lower than the connection between the upper vertical bulkhead 31 and the inclined bulkhead 32.
[0041] The bottom 11 of the cargo oil tank is provided with a cargo oil tank bottom floor 12.
[0042] There is a spacer 25 between the cargo oil tank bottom floor 12 and the ship bottom floor 23.
[0043] The ship bottom floor 23 is fixedly provided on the ship bottom plate 22.
[0044] Taking the cross-sectional design type of an 8000-ton asphalt ship as an example, on the premise of meeting the International Maritime Organization's "Convention for the Prevention of Pollution from Ships", the existing technical solutions are as Figure 1 shown, and the solution of the present utility model is as Figure 3 and Figure 4 shown.
[0045] As Figure 1 shown in the existing technical solution, the width D1 of the ballast water tank 52 is 1500 mm, the distance D2 between the void spaces is 750 mm; the bilge distance D3 is 2348 mm.
[0046] As Figure 4 shown, in the solution of the present utility model, the width E1 of the ballast water tank 20 is 1300 mm, and the distance E2 between the void spaces is 750 mm. Compared with Figure 1Compared with the shown solution, the single-side width of the cargo oil tank can also be increased by 200 mm accordingly (i.e., the width of the ballast water tank is reduced by 200 mm, the distance between the isolation tanks remains unchanged, and the single-side width of the cargo oil tank is increased by 200 mm accordingly), thereby increasing the cargo hold capacity.
[0047] As Figure 4 shown, in the solution of the present utility model, the bilge distance E3 is 2463 mm. Compared with Figure 1 the shown solution, the bilge distance is increased from Figure 1 2348 mm in the shown solution to 2463 mm, so that the straight section part of the cargo tank can be extended towards the head and tail as much as possible, and the cargo hold capacity can be further increased.
[0048] In the present utility model, the bottom of the inner hull of the ship adopts an inclined plate type to concentrate the required ballast water space towards the bilge of the ship. The bottom of the cargo tank also adopts an inclined plate type, so that the distance between the bottom of the bottom cargo tank and the bilge of the ship can be increased as much as possible, and it is easier to meet the requirements of the isolation distance at the bottom of the cargo hold.
[0049] As Figure 1 shown, in the prior art solution, the included angle a between the side bulkhead 54 of the cargo oil tank and the bottom 55 of the cargo oil tank is about 91 degrees. Since the viscosity of asphalt is relatively large, the heating degree at the included angle is relatively poor during heating, which is likely to cause cargo residue and is difficult to clean the tank. As Figure 4 shown, in the present utility model, the included angle b between the inclined side wall and the bottom of the cargo oil tank is 118 degrees, which can greatly reduce the residue of the cargo at the included angle and is relatively easy to clean the tank.
[0050] Due to the inward contraction of the hull line at the head and tail, in the solution of the prior art, a triangular plate sharp corner needs to be inserted and welded under the inner hull, which requires a relatively high construction process. In the solution of the present utility model, the inclination angle of the bottom of the inner hull gradually transitions towards the head according to the hull line at the head of the ship, avoiding the sharp corner type of the triangular plate at the head, and the construction process during the shipyard construction process can be simplified.
[0051] The present utility model is beneficial to reducing the side tank width of the ballast tank of the asphalt ship, increasing the length of the straight section of the asphalt tank, and improving the cargo hold capacity of the asphalt tank. The present utility model is beneficial to reducing the residual cargo during unloading and is easier to clean the tank. The present utility model simplifies the hull and the inner hull of the cargo hold, reduces the sharp corners of the ship plates, and simplifies the construction process.
[0052] Although the specific implementation manners of the present utility model have been described above, those skilled in the art should understand that this is only an example illustration, and the protection scope of the present utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these implementation manners without departing from the principle and essence of the present utility model, but these changes and modifications all fall within the protection scope of the present utility model.
Claims
1. A novel cross-sectional structure of an asphalt ship, which comprises an oil cargo tank arranged above the bottom floor of the ship and a ballast water tank arranged outside the oil cargo tank; the ballast water tank is arranged between the side shell plating and the longitudinal bulkhead; the longitudinal bulkhead is located outside the side bulkhead of the oil cargo tank; and it is characterized in that, The longitudinal bulkhead includes an upper vertical bulkhead, an inclined bulkhead, and a lower vertical bulkhead that are connected in sequence. The inclined bulkhead slopes obliquely downward towards the ship's centerline; the side bulkhead of the cargo oil tank includes a vertical sidewall and an inclined sidewall; the inclined sidewall is arranged between the vertical sidewall and the bottom of the cargo oil tank; the inclined sidewall slopes obliquely downward towards the ship's centerline.
2. The novel cross-sectional structure of the asphalt ship according to claim 1, wherein The lower vertical bulkhead is fixedly connected to the ship's bottom plate.
3. The novel asphalt ship cross-sectional structure according to claim 1, characterized in that, The angle between the inclined sidewall and the bottom of the cargo oil tank is an obtuse angle.
4. The novel cross-sectional structure of the asphalt ship according to claim 3, characterized in that, The angle between the vertical sidewall and the inclined sidewall is an obtuse angle.
5. The novel cross-sectional structure of the asphalt ship according to claim 4, characterized in that, The angle between the vertical sidewall and the inclined sidewall is greater than the angle between the inclined sidewall and the bottom of the cargo oil tank.
6. The novel cross-sectional structure of an asphalt ship according to claim 1, characterized in that, The distance between the inclined sidewall and the inclined bulkhead is not less than the distance between the vertical sidewall and the upper vertical bulkhead.
7. The novel cross-sectional structure of the asphalt ship according to claim 1, characterized in that, The connection point of the inclined sidewall and the vertical sidewall is not lower than the connection point of the upper vertical bulkhead and the inclined bulkhead.
8. The novel cross-sectional structure of the asphalt ship according to claim 1, characterized in that The bottom of the cargo oil tank is provided with cargo oil tank bottom floor plates.
9. The novel cross-sectional structure of the asphalt ship according to claim 8, characterized in that, There are pads between the cargo oil tank bottom floor plates and the ship's bottom floor plates.
10. The novel cross-sectional structure of the asphalt ship according to claim 1 is characterized in that, The ship's bottom floor plates are fixedly arranged on the ship's bottom plate.