A new type of transverse section structure of a very large crude oil carrier and a very large crude oil carrier

Abstract

The application discloses a novel transverse section structure of an ultra-large crude oil tanker and the ultra-large crude oil tanker, and the novel transverse section structure comprises multiple transverse braces which are vertically arranged in the crude oil tank in an equal distance mode along the height direction of the hull; a transverse horizontal girder is arranged at the center of each transverse brace along one side of the length direction of the transverse horizontal girder, and a safety protection device is arranged at the other side of the length direction of the transverse horizontal girder; a cargo tank longitudinal passage is arranged on the longitudinal bulkhead or the inner shell longitudinal bulkhead in the crude oil tank and is arranged at the same height position as the transverse horizontal girder; and vertical girders are arranged on both sides of the crude oil tank, and the vertical girders are connected with the transverse braces. The application can solve the problems that the structure weight of the vertical girders is large, the construction cost is high, and the curved surface machining of the panels of the vertical girders is difficult.

Description

Technical Field

[0001] This application relates to the field of ship design and manufacturing technology, specifically to a novel cross-sectional structure of a very large crude carrier and a very large crude carrier. Background Technology

[0002] Very Large Crude Carriers (VLCCs) generally refer to vessels carrying crude oil in the 300,000 deadweight tonne class. Due to their enormous crude oil carrying capacity, their cargo holds are typically huge, with a beam approaching 60 meters. To reduce the impact of the free surface of crude oil on stability, three cargo tanks are usually arranged transversely along the hull: two side tanks and one center tank. When the loading height of the two side tanks on either side of the longitudinal bulkhead differs from that of the center tank between the two bulkheads, the two longitudinal bulkheads bear the load of the difference in cargo oil height on both sides. The extreme condition is when the two side tanks are empty and the center tank is full, at which point the height difference is the greatest, resulting in the greatest load on the two longitudinal bulkheads. This requires the vertical girder supporting the longitudinal bulkheads to have sufficient strength. However, since the depth of a VLCC is close to or exceeds 30 meters, with the deepest part of the cargo hold being approximately 28 meters, the span of the vertical girder is enormous. Figure 3 As shown, the typical design involves placing a transverse brace on the vertical truss at half the depth of the two side cargo tanks or the middle cargo tank, in order to shorten the span of the vertical truss.

[0003] Currently, most of the very large crude carriers (VLCCs) being designed, built, and operated typically employ a single transverse brace located in the central cargo tank or two side cargo tanks. This transverse brace is positioned at half the depth of the cargo tank, resulting in a large span between the upper and lower parts of the vertical truss. This leads to significant stress and deformation in the vertical truss when subjected to uneven loading conditions in the cargo tanks. In particular, the bottom elbow plate of the vertical truss bears most of the stress transmitted from top to bottom, resulting in a relatively large thickness of the web and face plates of the bottom elbow plate. The thicker the face plate, the more difficult it is to machine its curved surface, resulting in a larger structural weight and higher construction costs. Utility Model Content

[0004] In view of this, the main objective of this application is to provide a novel cross-sectional structure for a very large crude carrier and a very large crude carrier, which helps to solve the problems of large structural weight, high construction cost, and difficulty in processing the curved surface of the vertical truss panels in order to cope with extreme working conditions.

[0005] In a first aspect, this application provides a novel transverse section structure for a Very Large Crude Carrier (VLCC), wherein two longitudinal bulkheads are arranged along the length of the VLCC's hull, dividing the VLCC's cargo oil tanks along the width of the hull into side cargo oil tanks located on both sides of the hull and a central cargo oil tank located in the middle of the hull. The novel transverse section structure, provided in the side cargo oil tanks and / or the central cargo oil tanks, includes:

[0006] Multiple transverse bracing members are vertically arranged at equal intervals along the height of the hull inside the cargo oil tank;

[0007] A transverse horizontal truss is provided at the center of each transverse support member on one side along its length direction, and a safety protection device is provided on the other side along the length direction of the transverse horizontal truss.

[0008] The cargo hold longitudinal passage is located on the longitudinal bulkhead or inner shell longitudinal bulkhead inside the cargo oil tank and at the same height as the transverse horizontal girder.

[0009] Vertical trusses are installed on both sides inside the cargo oil tank, and the vertical trusses are connected to the transverse bracing.

[0010] As described above, multiple transverse braces are vertically arranged at equal intervals along the hull height inside the side cargo tanks and / or the mid-cargo tanks. These transverse braces are positioned on the vertical trusses, which not only reduces the span of the vertical trusses, optimizes stress distribution, and reduces the risk of stress concentration, but also effectively reduces the size of the structural components of the vertical trusses and the size of the bottom elbow plate during ship design, thereby effectively reducing the structural weight of the vertical trusses. Furthermore, the design of multiple transverse braces reduces the risk of structural fatigue damage and improves ship safety, making it particularly suitable for very large crude carriers (VLCCs) that operate on long-haul routes. The transverse horizontal trusses are connected at the center of one side of the transverse braces, enhancing the transverse bending resistance of the transverse braces, helping to distribute loads, and improving the overall structural stability. The longitudinal passageway of the cargo hold is located on the longitudinal bulkheads on both sides of the cargo tanks and is at the same height as the transverse horizontal trusses, providing a safe passage for maintenance personnel. A safety protection device is installed on one side of the longitudinal passageway of the cargo hold to ensure the safety of personnel during operations.

[0011] Optionally, the connection between the vertical truss and the transverse brace includes:

[0012] Both ends of the transverse support are respectively connected to the chamfered arcs of the two vertical trusses.

[0013] As shown above, the connection between the transverse bracing and the vertical truss adopts a chamfered arc connection. The chamfered arc connection reduces the stress concentration area, thereby reducing the risk of local material fatigue failure. The arc design at the connection not only increases the contact area of ​​the connection point, but also enhances the structural stability.

[0014] Optionally, the upper and lower surfaces of the transverse horizontal truss are symmetrically fitted with first elbow plates, and the transverse horizontal truss is connected to the transverse support.

[0015] As described above, the symmetrical assembly of the first elbow plate increases the connection strength between the transverse horizontal truss and the transverse bracing. As a reinforcing member, the first elbow plate can not only effectively resist the deformation caused by various loads, but also improve the rigidity and stability of the entire structure. Furthermore, the symmetrical assembly of the first elbow plate can also disperse the force acting on the transverse horizontal truss and avoid stress concentration.

[0016] Optionally, along the length direction of the transverse horizontal truss, the number of first elbow plates disposed on the upper surface of the transverse horizontal truss is 4, and the number of first elbow plates disposed on the lower surface of the transverse horizontal truss is 4.

[0017] As described above, the arrangement of eight first elbow plates, with four symmetrically assembled vertically, can distribute the force acting on the transverse horizontal truss more evenly, better disperse stress, and avoid material fatigue or damage caused by excessive local stress; and the eight first elbow plates make the connection between the transverse horizontal truss and the transverse bracing more robust and reliable.

[0018] Optionally, the width of the transverse horizontal truss is 900 mm.

[0019] As shown above, the 900mm width provides a relatively spacious working platform for maintenance and inspection personnel, improving the convenience and safety of operation and facilitating daily maintenance work.

[0020] Optionally, multiple transverse horizontal trusses are arranged on the same side of multiple transverse braces.

[0021] As a result, all the transverse horizontal trusses are set on the same vertical plane of the transverse bracing, which can reduce the complex spatial interlacing layout; and the transverse horizontal trusses set on the same side can also enhance the rigidity and stability of the internal structure of the side cargo tank and / or the middle cargo tank.

[0022] Optionally, the connection between the transverse horizontal girder and the longitudinal passageway of the cargo hold is fixedly connected by a second elbow plate.

[0023] As shown above, the second elbow plate, as a reinforcing component, can significantly enhance the strength of the connection point between the transverse horizontal girder and the longitudinal passage of the cargo hold, thereby improving the overall stability of the structure and effectively reducing the possibility of stress concentration.

[0024] Optionally, longitudinal bulkheads are provided at equal intervals along their vertical direction on the longitudinal bulkhead.

[0025] As can be seen from the above, the installation of longitudinal bulkheads and longitudinal ribs can significantly improve the overall strength of the hull and enhance its ability to resist the influence of the external environment.

[0026] Secondly, this application also provides a very large crude carrier (VLCC), wherein a novel cross-sectional structure of the VLCC as described in any of the first aspects is provided in the side cargo tanks and / or the mid cargo tanks of the VLCC, wherein in the side cargo tanks, the novel cross-sectional structure is positioned at the location of the sway-damping bulkhead, and the novel cross-sectional structure replaces the sway-damping bulkhead.

[0027] As described above, when the new transverse section structure is installed in the central cargo tank, the arrangement of multiple transverse braces shortens the span of the vertical truss, thereby reducing the deformation and stress on the vertical truss due to the uneven loading conditions of the two side cargo tanks, and indirectly reducing the design weight of the bottom structure of the vertical truss. When the new transverse section structure is installed in the side cargo tanks on both sides of the hull, the new transverse section structure replaces the traditional sway-damping bulkhead. The new transverse section structure can also reduce the free surface effect of crude oil in the side cargo tanks. The new transverse section structure is relatively simple and can also significantly improve the overall structural strength and rigidity of the side cargo tank area, better resisting various loads from the external environment.

[0028] In summary, the novel transverse section structure of the Very Large Crude Carrier (VLCC) provided in this application allows for the installation of multiple transverse braces on the same vertical plane on the vertical trusses on both sides of the side or mid-cargo tanks. This shortens the span of the vertical trusses, and the multiple transverse braces structure results in more uniform stress distribution on the vertical trusses. Furthermore, the multiple transverse braces structure effectively prevents crude oil sloshing loads in the cargo tanks, thereby effectively reducing the size of the vertical truss components and consequently reducing the structural weight. A 900mm wide transverse horizontal truss is installed at the center of each transverse brace, and safety protection devices such as ladders and railings are added to the transverse horizontal truss to form a passageway for PMA inspection of the structural condition of high-stress areas such as the rib arcs on the ship. The longitudinal passageway in the cargo hold, while used for structural inspection, allows personnel to access the transverse horizontal truss via the cargo tank passageway. The very large crude carrier provided in this application can be equipped with a new transverse section structure in the side cargo tanks and / or the mid cargo tanks. The independent anti-sway bulkheads in the side cargo tanks are eliminated, and the new transverse section structure is used. While ensuring the function of reducing ship rolling caused by free surface effect, it can also obtain more effective loading volume and simplify the internal structural design of the cargo tanks. Attached Figure Description

[0029] The various technical features of this application and their relationships will be further explained below with reference to the accompanying drawings. The drawings are exemplary; some technical features are not shown to scale, and some drawings may omit technical features commonly used in the art to which this application pertains that are not essential for understanding and implementing this application, or additionally show technical features that are not essential for understanding and implementing this application. In other words, the combination of various technical features shown in the drawings is not intended to limit this application. Furthermore, throughout this application, the same reference numerals refer to the same things. Specific descriptions of the drawings are as follows:

[0030] Figure 1 This is a cross-sectional view of a novel transverse structure of a very large crude carrier (VLCC) according to this application.

[0031] Figure 2 This is a top view of a novel cross-sectional structure of a very large crude carrier according to this application;

[0032] Figure 3 This is a cross-sectional view of the conventional cross-sectional structure in this application.

[0033] Explanation of reference numerals in the attached figures

[0034] 1-Transverse bracing, 2-Transverse horizontal girder, 3-Cargo hold longitudinal passage, 4-Vertical girder, 5-Longitudinal bulkhead, 6-Inner shell longitudinal bulkhead, 7-Deck strong crossbeam, 8-Deck crossbeam, 9-Bottom elbow plate.

[0035] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0036] The preferred embodiments of this application will now be described in detail with reference to the accompanying drawings, so that the advantages and features of this application can be more easily understood by those skilled in the art, thereby providing a clearer and more definite definition of the scope of protection of this application.

[0037] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0038] It should be noted that in the description herein, the terms "middle," "front," "back," "top," "bottom," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0039] Furthermore, the terms "installation," "setup," "equipped with," "connection," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection; they can refer to a direct connection, or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0040] Glossary

[0041] PMA (Permanent Means of Access) is a crucial facility on bulk carriers. Through its installation, classification society surveyors and crew can conduct routine inspections of the ship's structure during actual operation, ensuring the ship's structural condition remains at a good level.

[0042] A girder is a marine engineering term published in 1998, defined as a large composite member consisting of a web and a face plate.

[0043] The technical solutions of this application and how they solve the aforementioned technical problems will be described in detail below with specific embodiments. The specific embodiments described below can be combined with each other to form new embodiments. The same or similar ideas or processes described in one embodiment may not be repeated in other embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0044] In a first aspect, this application provides a novel transverse section structure for a Very Large Crude Carrier (VLCC), comprising two longitudinal bulkheads 5 arranged along the length of the VLCC's hull, dividing the VLCC's cargo oil tanks along the width of the hull into side cargo oil tanks located on both sides of the hull and a central cargo oil tank located in the middle of the hull. The novel transverse section structure, provided in the side cargo oil tanks and / or the central cargo oil tanks, includes:

[0045] Multiple transverse support members 1 are vertically arranged at equal intervals along the height of the hull inside the cargo oil tank;

[0046] A horizontal truss 2 is provided at the center of each horizontal support 1 on one side along its length direction, and a safety protection device is provided on the other side along the length direction of the horizontal truss 2.

[0047] The longitudinal passageway 3 of the cargo hold is located on the longitudinal bulkhead 5 or the inner shell longitudinal bulkhead 6 inside the cargo oil tank and at the same height as the transverse horizontal girder 2.

[0048] Vertical trusses 4 are installed on both sides inside the cargo oil tank, and the vertical trusses 4 are connected to the transverse bracing 1.

[0049] Specifically, multiple transverse braces 1 are vertically arranged at equal intervals along the height of the hull inside the side cargo tanks and, or the mid-cargo tanks. These transverse braces 1 are mounted on the vertical trusses 4, which not only reduces the span of the vertical trusses 4, optimizes the stress distribution, and reduces the risk of stress concentration, but also effectively reduces the size of the structural components of the vertical trusses 4 and the size of the bottom elbow plate 9 during the ship design process, thereby effectively reducing the structural weight of the vertical trusses 4. Moreover, the design of multiple transverse braces 1 also reduces the risk of structural fatigue damage and improves ship safety, which is especially suitable for very large oil tankers that sail for long periods of time. The transverse horizontal trusses 2 are connected to the center position on one side of the transverse braces 1, which enhances the transverse bending resistance of the transverse braces 1, helps to distribute the load, and improves the overall structural stability. The longitudinal passageway 3 of the cargo hold is set on the longitudinal bulkheads 5 on both sides of the cargo tank and is at the same height as the transverse horizontal trusses 2, providing a safe passage for maintenance personnel. A safety protection device is installed on one side of the longitudinal passageway 3 of the cargo hold to ensure the safety of personnel during operation.

[0050] Optionally, the vertical truss 4 is connected to the transverse support 1 by: the two ends of the transverse support 1 being respectively connected to the chamfered arcs of the two vertical trusses 4.

[0051] Specifically, the connection between the transverse brace 1 and the vertical truss 4 is a chamfered arc connection. The chamfered arc connection reduces the stress concentration area, thereby reducing the risk of local material fatigue failure. The arc design at the connection not only increases the contact area of ​​the connection point, but also enhances the structural stability.

[0052] Optionally, the upper and lower surfaces of the transverse horizontal truss 2 are symmetrically fitted with first elbow plates, and the transverse horizontal truss 2 is connected to the transverse support 1.

[0053] Specifically, the symmetrical assembly of the first elbow plate increases the connection strength between the transverse horizontal truss 2 and the transverse brace 1. As a reinforcing member, the first elbow plate can not only effectively resist the deformation caused by various loads, but also improve the rigidity and stability of the entire structure. Furthermore, the symmetrical assembly of the first elbow plate can also disperse the force acting on the transverse horizontal truss 2 and avoid stress concentration.

[0054] Optionally, along the length direction of the transverse horizontal girder 2, the number of the first elbow plates disposed on the upper surface of the transverse horizontal girder 2 is 4, and the number of the first elbow plates disposed on the lower surface of the transverse horizontal girder 2 is 4.

[0055] Specifically, the arrangement of eight first elbow plates, i.e., four symmetrically assembled at the top and bottom, can more evenly distribute the force acting on the transverse horizontal truss 2, better disperse stress, and avoid material fatigue or damage due to excessive local stress; and the eight first elbow plates make the connection between the transverse horizontal truss 2 and the transverse support 1 more firm and reliable.

[0056] Optionally, the width of the transverse horizontal truss 2 is 900 mm.

[0057] Specifically, the 900mm width provides a relatively spacious working platform for maintenance and inspection personnel, improving the ease of operation and safety for staff and facilitating routine maintenance work.

[0058] In the preferred embodiment of this application, a plurality of the transverse horizontal trusses 2 are disposed on the same side of a plurality of the transverse braces 1.

[0059] Specifically, all the transverse horizontal trusses 2 are set on the same vertical plane of the transverse bracing 1, which can reduce the complex spatial interlacing layout; and the transverse horizontal trusses 2 set on the same side can also enhance the rigidity and stability of the internal structure of the side cargo tank and / or the middle cargo tank.

[0060] In another embodiment of this application, the plurality of transverse horizontal trusses 2 may also be respectively arranged on different sides of the plurality of transverse supports 1; for example, when there are two transverse supports 1, in the cross section, the front side of the upper transverse support 1 may be provided with a transverse horizontal truss 2, and the rear side of the lower transverse support 1 may be provided with a transverse horizontal truss 2; when there are three transverse supports 1, the front and rear sides of the three transverse supports 1 may be alternately provided with transverse horizontal trusses 2, such as the front side of the upper transverse support 1 may be provided with a transverse horizontal truss 2, the rear side of the middle transverse support 1 may be provided with a transverse horizontal truss 2, and the front side of the lower transverse support 1 may be provided with a transverse horizontal truss 2.

[0061] Optionally, the connection between the transverse horizontal girder 2 and the longitudinal passageway 3 of the cargo hold is fixedly connected by a second elbow plate.

[0062] Specifically, the second elbow plate, as a reinforcing component, can significantly enhance the strength of the connection point between the transverse horizontal girder 2 and the longitudinal passageway 3 of the cargo hold, thereby improving the overall stability of the structure and effectively reducing the possibility of stress concentration.

[0063] Optionally, longitudinal bulkhead ribs are provided at equal intervals along its vertical direction on the longitudinal bulkhead 5.

[0064] Specifically, the installation of longitudinal bulkheads and longitudinal ribs can significantly improve the overall strength of the hull and enhance the ship's ability to resist the influence of the external environment.

[0065] Secondly, this application also provides a very large crude carrier (VLCC), wherein a novel cross-sectional structure of the VLCC as described in any of the first aspects is provided in the side cargo tanks and / or the mid cargo tanks of the VLCC, wherein in the side cargo tanks, the novel cross-sectional structure is positioned at the location of the sway-damping bulkhead, and the novel cross-sectional structure replaces the sway-damping bulkhead.

[0066] Specifically, when the new transverse section structure is installed in the mid-cargo oil tank, the arrangement of multiple transverse braces 1 shortens the span of the vertical truss 4, thereby reducing the deformation and stress on the vertical truss 4 due to the uneven loading conditions of the left and right side cargo oil tanks, and indirectly reducing the design weight of the bottom structure of the vertical truss 4. When the new transverse section structure is installed in the side cargo oil tanks on both sides of the hull, the new transverse section structure replaces the traditional anti-sway bulkhead. The new transverse section structure can also reduce the free surface effect of crude oil in the side cargo oil tanks. The new transverse section structure is relatively simple and can also significantly improve the overall structural strength and rigidity of the side cargo oil tank area, and better resist various loads brought by the external environment.

[0067] In one specific embodiment of this application, a Very Large Crude Carrier (VLCC) generally adopts a double bottom, double-hull side tanks, and single-deck structure. Two longitudinal bulkheads 5 divide the cargo oil tanks along the width of the hull into two side cargo oil tanks and one mid-cargo oil tank, namely, the port cargo oil tank, the mid-cargo oil tank, and the starboard cargo oil tank. In summary, the left side of the port cargo oil tank has a double-hull structure, the bottom of the mid-cargo oil tank has a double-hull structure, and the right side of the starboard cargo oil tank has a double-hull structure. A deck is provided above the port and starboard cargo oil tanks. The transverse beam 8 is provided above the middle cargo oil tank. The deck strong transverse beam 7 is provided at the bottom of the port and starboard cargo oil tanks, opposite to the bottom side tanks. The bottom elbow plate 9 is provided at the bottom of the middle cargo oil tank on the opposite side of the two longitudinal bulkheads 5. Both longitudinal bulkheads 5 are provided with longitudinal bulkhead ribs. Generally speaking, longitudinal ribs are usually provided opposite each other in a double bottom structure to enhance the strength of the hull and enhance the ability of the very large crude carrier to resist the influence of the external environment.

[0068] Example 1

[0069] When the novel cross-sectional structure of this application is installed inside the cargo oil tank, such as Figure 1-2 As shown, there are two transverse braces 1. Vertical trusses 4 are respectively installed on both sides inside the cross-section of the cargo oil tank. Transverse braces 1 are installed at approximately 1 / 3 and 2 / 3 of the tank height from the bottom of the ship, and are connected to the vertical trusses 4 on the longitudinal bulkhead 5 with chamfered rounded arcs, reducing the span of the vertical trusses 4 on the longitudinal bulkhead 5. The chamfered rounded arc connection between the transverse braces 1 and the vertical trusses 4 is completed by ribs with rounded arc structures. That is, at one end of the transverse brace 1, its top is connected to the vertical trusses 4 through ribs with rounded arc structures, and the bottom of the transverse brace 1 is connected to the vertical trusses 4 through ribs with rounded arc structures. Similarly, the other end of the transverse brace 1 has the same structure, which will not be described in detail here.

[0070] Along the length of the transverse support 1, i.e., in the hull width direction, a transverse horizontal girder 2 is installed at the center of one side of the transverse support 1. The width of the transverse horizontal girder 2 is approximately 900mm. A safety guard is added to one side of the transverse horizontal girder 2, which can be a ladder railing. The transverse support 1 is fixedly connected to one side of the transverse horizontal girder 2, and a ladder railing is installed on the other side of the transverse horizontal girder 2. The three form a passageway for workers to pass through, which can be used for PMA (Procedure for Analysis) to inspect the structural state of the equal-stress zone at the rib arc on the vertical girder 4. The transverse horizontal girder 2 is fixedly connected to the transverse support 1 by symmetrically arranged first elbow plates. Eight first elbow plates can be installed at the center of each transverse support 1, arranged symmetrically in pairs.

[0071] On the longitudinal bulkheads 5 on both sides inside the cargo oil tank, a permanent longitudinal passage is provided at the same height as the transverse horizontal girder 2. This passage allows personnel to access the transverse horizontal girder 2 during structural inspections. The connection between the permanent longitudinal passage and the transverse horizontal girder 2 is reinforced by a second elbow plate.

[0072] In addition, the vertical truss 4 has an opening located above the longitudinal permanent passage, through which workers can walk from one side of the vertical truss 4 to the other. The location of the opening on the vertical truss 4 is usually provided with a longitudinal permanent passage so that workers can walk to the location to be inspected for structural inspection.

[0073] Inside each cargo oil tank, along the length of the hull, six sets of new transverse section structures can be installed. Ideally, each set of new transverse section structures should include 2-3 transverse braces.

[0074] Example 2

[0075] When the novel cross-sectional structure of this application is installed inside the side cargo tanks, vertical trusses 4 are installed in both side cargo tanks, with the vertical trusses 4 positioned at the midpoint along the length of the hull in each side cargo tank. The side cargo tanks located on both sides of the hull are named the port cargo tank and the starboard cargo tank. An equal number of transverse braces 1 are installed in both the port and starboard cargo tanks, and the positions of the transverse braces 1 replace the original positions of the anti-sway bulkheads. When there are two transverse braces 1, the novel cross-sectional structure is as described in Embodiment 1; when there are three transverse braces 1, they are installed at approximately 1 / 4, 2 / 4, and 3 / 4 of the tank height from the bottom of the hull, respectively, and other configurations of the novel cross-section are also as described in Embodiment 1.

[0076] Taking the left cargo oil tank as an example, vertical trusses 4 are installed on the left inner shell longitudinal bulkhead 6, and vertical trusses 4 are also installed on the right longitudinal bulkhead 5 of the left cargo oil tank. Multiple transverse supports 1 are equally spaced on the vertical trusses 4 on both sides of the left cargo oil tank, and the connection between the transverse supports 1 and the vertical trusses 4 is connected by elbow plates with arc shapes. Each transverse support 1 is equipped with a transverse horizontal truss 2. On the left inner shell longitudinal bulkhead 6 of the left cargo oil tank, at the same height as the transverse horizontal truss 2, a cargo hold longitudinal passage 3 is provided; on the right longitudinal bulkhead 5 of the left cargo oil tank, at the same height as the transverse horizontal truss 2, a cargo hold longitudinal passage 3 is also provided.

[0077] In this application, the transverse brace 1 connected to the vertical truss 4, the transverse horizontal truss 2 set on the transverse brace 1, the safety protection device fixed to the side of the transverse horizontal truss 2, and the longitudinal permanent passage at the same height as the transverse horizontal truss 2 together constitute a novel transverse section structure in this application. Generally, along the length of the hull, the side cargo oil tanks are usually provided with a novel transverse section structure, and the midship cargo oil tanks can usually be provided with one or more novel transverse section structures.

[0078] Example 3

[0079] When the novel cross-sectional structure in this application is located inside the central cargo oil tank and the side cargo oil tank, as described in Embodiment 1 and Embodiment 2, the novel cross-sectional structure is provided inside both the central cargo oil tank and the side cargo oil tank. Specifically, a set of novel cross-sectional structures is provided at the middle position of the side cargo oil tank along the length of the hull, and multiple sets of novel cross-sectional structures are provided in the central cargo oil tank along the length of the hull.

[0080] The cargo oil tanks of the Very Large Crude Carrier (VLCC) in this application may have the novel cross-sectional structure described in Embodiments 1, 2, and 3 above.

[0081] In summary, the novel transverse section structure of the very large crude carrier provided in this application allows for the installation of multiple transverse braces 1 on the same vertical plane on the vertical trusses 4 on both sides of the side cargo tanks or mid-cargo tanks. This shortens the span of the vertical trusses 4. The structure of multiple transverse braces 1 makes the stress on the vertical trusses 4 more uniform, and the structure of multiple transverse braces 1 can more effectively prevent the sloshing load of crude oil in the cargo tanks, thereby effectively reducing the size of the components of the vertical trusses 4 structure and thus reducing the structural weight. A transverse horizontal truss 2 with a width of 900mm is installed at the center of each transverse brace 1. After adding safety protection devices such as ladders and railings to the transverse horizontal truss 2, a passage is formed for PMA inspection of the structural condition of high-stress areas such as the rib arcs on the ship. The longitudinal passage 3 of the cargo tank, while being used for structural inspection, allows personnel to reach the transverse horizontal truss 2 through the passage of the cargo tank. The very large crude carrier provided in this application can be equipped with a new transverse section structure in the side cargo tanks and / or the mid cargo tanks. The independent anti-sway bulkheads in the side cargo tanks are eliminated, and the new transverse section structure is used. While ensuring the function of reducing ship rolling caused by free surface effect, it can also obtain more effective loading volume and simplify the internal structural design of the cargo tanks.

[0082] Unless otherwise defined, all technical and scientific terms used throughout this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. In case of any inconsistency, the meaning as stated in this application or derived from the content described herein shall prevail. Furthermore, the terminology used in this description is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0083] Note that the above are merely preferred embodiments and the technical principles employed in this application. Those skilled in the art will understand that this application is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this application. Therefore, although this application has been described in detail through the above embodiments, this application is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the technical concept of this application, all of which fall within the scope of protection of this application.

[0084] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A novel transverse section structure for a Very Large Crude Carrier (VLCC), comprising two longitudinal bulkheads along the length of the VLCC's hull, dividing the VLCC's cargo oil tanks along the width of the hull into side cargo oil tanks located on either side of the hull and mid cargo oil tanks located in the middle of the hull, characterized in that, The novel cross-sectional structure provided in the side cargo tank and / or the middle cargo tank includes: Multiple transverse bracing members are vertically arranged at equal intervals along the height of the hull inside the cargo oil tank; A transverse horizontal truss is provided at the center of each transverse support member on one side along its length direction, and a safety protection device is provided on the other side along the length direction of the transverse horizontal truss. The cargo hold longitudinal passage is located on the longitudinal bulkhead or inner shell longitudinal bulkhead inside the cargo oil tank and at the same height as the transverse horizontal girder. Vertical trusses are installed on both sides inside the cargo oil tank, and the vertical trusses are connected to the transverse bracing.

2. The novel cross-sectional structure of a very large crude carrier according to claim 1, characterized in that, The connection between the vertical truss and the transverse brace includes: Both ends of the transverse support are respectively connected to the chamfered arcs of the two vertical trusses.

3. The novel cross-sectional structure of a very large crude carrier according to claim 2, characterized in that, The upper and lower surfaces of the transverse horizontal truss are symmetrically fitted with first elbow plates, which connect the transverse horizontal truss to the transverse support.

4. The novel cross-sectional structure of a very large crude carrier according to claim 3, characterized in that, Along the length direction of the transverse horizontal truss, the number of first elbow plates disposed on the upper surface of the transverse horizontal truss is 4, and the number of first elbow plates disposed on the lower surface of the transverse horizontal truss is 4.

5. The novel cross-sectional structure of a very large crude carrier according to claim 4, characterized in that, The width of the horizontal truss is 900mm.

6. The novel cross-sectional structure of a very large crude carrier according to claim 5, characterized in that, Multiple transverse horizontal trusses are arranged on the same side of multiple transverse braces.

7. The novel cross-sectional structure of a very large crude carrier according to claim 6, characterized in that, The connection between the transverse horizontal truss and the longitudinal passageway of the cargo hold is fixedly connected by a second elbow plate.

8. The novel cross-sectional structure of a very large crude carrier according to claim 1, characterized in that, The longitudinal bulkhead is provided with longitudinal ribs at equal intervals along its vertical direction.

9. A very large crude carrier, characterized in that, In the side cargo tanks and / or mid cargo tanks of the Very Large Crude Carrier (VLCC), a novel cross-sectional structure of the VLCC as described in any one of claims 1-8 is provided, wherein in the side cargo tanks, the novel cross-sectional structure is positioned at the location of the sway-damping bulkhead, and the novel cross-sectional structure replaces the sway-damping bulkhead.

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