A vessel with a trim control system that is not connected to the ocean

Abstract

The present invention relates to a transport vessel (1) equipped with a trim control system (10) not in communication with the ocean, the trim control system (10) comprising at least one forward liquid tank (20), at least one aft liquid tank (30), an anti-rolling tank (40) having at least a pair of partition walls (42) arranged to slow down the flow of liquid in the anti-rolling tank (40) in the transverse axis (Y-Y') of the transport vessel (1), and a distribution device (60) in communication with the at least one forward liquid tank (20), the at least one aft liquid tank (30) and the anti-rolling tank (40) and configured to distribute a volume of liquid between the at least one forward liquid tank (20), the at least one aft liquid tank (30) and the anti-rolling tank (40).

Description

[Technical field]

[0001] The present invention relates to a vessel with a trim control system, and more particularly to a vessel with a trim control system that is not in communication with the ocean. [Background technology]

[0002] Known goods carriers are equipped with seawater ballast which can be filled with seawater or partially filled with seawater.

[0003] Typically, when a ship has little or no cargo to carry, it fills the ship with seawater ballast to sink the ship in water, in other words to increase the ship's draft or raise the ship's waterline. This ensures that the propellers are fully submerged and prevents the propellers from floating out of the water. This also prevents the ship's bow draft from being excessively reduced, which can occur in goods carriers, because the ship's equipment is often located at the rear of the ship.

[0004] GB 2044201 A describes a ship equipped with such seawater ballast.

[0005] Recently, certain transport ships have been fitted with anti-rolling tanks (RST), also known as anti-rolling tanks (ART). Such tanks have a large dimension along the transverse axis of the ship. They are intended to be partially filled with seawater. The flow of seawater in the tank is slowed down by one or more partitions, which creates a moment that tends to prevent the ship from rolling.

[0006] As mentioned above, ballast and anti-rolling tanks are filled with seawater. Typically, ships take in seawater when they leave their port of origin and discharge this seawater on arrival at their destination port of destination. In this way, ships carry aquatic organisms from one geographical zone to another, which entails risks for the ecosystem of seaports. Therefore, regulations are increasingly calling for decontamination or sterilization of ballast water before it is discharged. Currently, devices for such purposes exist, but they have the drawback of being expensive.

[0007] Furthermore, seawater ballast has a tendency to accumulate sediment at the bottom, requiring periodic maintenance of the ballast. Summary of the Invention

[0008] One idea of ​​the invention is to provide a trim control system for a transport vessel which overcomes the drawbacks associated with seawater ballast. Another idea of ​​the invention is to provide a trim control system which allows for the vessel's anti-rolling action to be activated or deactivated at will.

[0009] The present invention therefore proposes a vessel equipped with a trim control system not in communication with the ocean, The vessel has a total mass P T 20% to 80%, preferably 30% to 60% of the empty weight P v and having the formula P T =P v +P TC The maximum load weight P is calculated as follows: TC having The trim control system comprises: At least one forward liquid tank located in the first third, preferably the first quarter, of the vessel's longitudinal axis; At least one aft liquid tank arranged in the last third, preferably the last quarter, of the vessel's longitudinal axis; an anti-rolling tank having a large dimension on the transverse axis of the vessel, the anti-rolling tank comprising at least one partition arranged to slow down the flow of liquid in the anti-rolling tank on the transverse axis of the vessel, the dimension being between 60% and 80% of the width l of the vessel on the transverse axis, a distribution device in communication with the at least one forward liquid tank, the at least one aft liquid tank, and the anti-rolling tank and configured to distribute a volume of liquid between the at least one forward liquid tank, the at least one aft liquid tank, and the anti-rolling tank, the distribution device comprising at least one pump and a plurality of valves; The present invention is characterized in that it is provided with:

[0010] As said control system does not communicate with the ocean, the vessel does not take in or discharge seawater during its voyage, eliminating all of the above-mentioned drawbacks related to seawater ballast, and instead of taking in or discharging seawater, the vessel carries a volume of liquid, for example a fixed volume of liquid, that is not intended to be discharged into the ocean. A distribution device can distribute said volume of liquid to one or more forward liquid tanks, one or more aft liquid tanks and anti-rolling tanks. As a result, the distribution device allows the vessel's trim to be adjusted at will, limited only by the volume of liquid and the filling volume of each tank. The distribution device also allows the vessel's anti-rolling to be activated or deactivated at will, by partially filling the tanks with liquid.

[0011] Depending on the embodiment, the transport vessel may include one or more of the following features:

[0012] In one embodiment, the liquid has a specific gravity of about 1, for example 0.95 to 1.05. In a particular embodiment, the liquid is fresh water.

[0013] In one embodiment, the anti-rolling tank comprises a pair of partitions, preferably opposite each other and more preferably parallel to the longitudinal axis of the vessel.

[0014] In principle, the dispensing device may be operated manually by the ship's crew by opening and closing the appropriate valves mentioned above or by activating or deactivating the at least one pump as required.

[0015] However, it may be advantageous for the operation of the dispensing device to be more or less automatic, and thus in one embodiment the vessel comprises a control unit which commands the dispensing device according to commands and / or programs received from a human-machine interface.

[0016] In one embodiment, in response to an anti-rolling command, the control unit commands the distribution device to transfer liquid to the anti-rolling tank until the filling state of the anti-rolling tank is 25% to 75% of the maximum filling volume of the anti-rolling tank.

[0017] With this configuration, the control unit can be used to activate or deactivate the ship's anti-rolling process at will using the anti-rolling tank in response to a simple command.

[0018] A reduce roll command may be entered manually, for example, when the crew notices that navigational conditions are threatening to cause the vessel to roll excessively.

[0019] In one embodiment, the control unit further calculates a weight of the cargo of the ship and the maximum loading weight P TC and configured to command the dispensing device in dependence on

[0020] The maximum load capacity of the vessel P TC is provided by the ship builder, so the control unit can determine this maximum load weight P TC The weight of the cargo of the vessel can be input by a crew member, for example, at the start of a voyage of the vessel.

[0021] In one embodiment, the control unit is configured to, when receiving the rocking reduction command, determine whether the weight of the cargo of the ship is 0.2×P TC ~0.8×P TC and instructs the distribution device to transfer liquid from the forward liquid tank and / or the aft liquid tank, preferably from the forward liquid tank and the aft liquid tank, and / or to the anti-rolling tank without increasing the draft at the bow of the vessel.

[0022] In one embodiment, the control unit is configured to, when receiving the rocking reduction command, determine whether the weight of the cargo of the ship is 0.2×P TC when:

[0023] In one embodiment, the control unit determines, when the roll reduction command is received, that the weight of the cargo of the transport ship is 0.8×P TC If so, the distributor is commanded to transfer liquid from the forward liquid tank and / or the aft liquid tank, preferably from the forward liquid tank and the aft liquid tank, to the anti-rolling tank.

[0024] In one embodiment, the total weight P of the at least one forward tank and the at least one rear tank is RT is the empty weight P of the vessel when it is filled with a liquid having a specific gravity of 1. v The range is 2% to 8%, preferably 3% to 6%.

[0025] In one embodiment, the total weight P of the anti-rolling tank when filled with a liquid having a specific gravity of 1 is ART is the empty weight P of the vessel v It is 1% to 4%, preferably 2% to 4%.

[0026] In one embodiment, the trim control system further comprises a central liquid tank arranged in a zone from 40% to 60% of the length L of the vessel on the longitudinal axis of the vessel.

[0027] The central liquid tank can in particular be used to compensate for bending stresses in the central longitudinal region of the ship's hull when it is partially or fully filled with liquid, which is advantageous for the service life of the ship.

[0028] In a preferred embodiment, the anti-rolling tank is arranged in the first third, preferably in the first quarter, of the vessel's longitudinal axis, but other embodiments are possible, particularly depending on the vessel's installations and fittings.

[0029] In one embodiment, the distributor is configured to transfer liquid from the at least one aft liquid tank via the center liquid tank to the anti-rolling tank.

[0030] In one embodiment, the trim control system comprises at least two forward liquid tanks spaced apart from each other and each forward liquid tank is located in the first 1 / 3, preferably the first 1 / 4 of the vessel's longitudinal axis.

[0031] In one embodiment, two of the forward liquid tanks are spaced apart from each other on the longitudinal axis of the vessel.

[0032] In one embodiment, the trim control system comprises at least two aft liquid tanks spaced apart from each other and each aft liquid tank is located in the last 1 / 3, preferably the last 1 / 4 of the vessel's longitudinal axis.

[0033] In one embodiment, two of the aft liquid tanks are spaced apart from each other on the longitudinal axis of the vessel.

[0034] In one embodiment, the vessel further comprises at least one sealed, insulated tank.

[0035] In one embodiment, the tank comprises at least one sealing barrier and at least one insulating barrier.

[0036] In one embodiment, the tank comprises a main structure having a multi-layer structure comprising, from the exterior to the interior, a secondary insulating barrier comprising an insulating member and supported by a load-bearing structure, a secondary sealing membrane supported by the secondary insulating barrier, a primary insulating barrier comprising an insulating member and supported by the secondary sealing membrane, and a primary sealing membrane configured to be in contact with the liquefied gas contained in the tank. In another embodiment, only one insulating barrier is arranged between the sealing membrane and the load-bearing structure.

[0037] In one embodiment, at least a part of the space around the tank is an open space, meaning that the volume between two adjacent tanks or between a tank and another part of the ship (such a space is known to those skilled in the art as a "cofferdam") is an open and not closed space, e.g. allowing atmospheric air to pass in and out of that volume and the adjacent volume.

[0038] In one embodiment, the anti-rolling tank is adjacent to the open space.

[0039] In one embodiment, the anti-rolling tank is located forward of the tank on the longitudinal axis of the vessel.

[0040] In one embodiment, the tank contains a cryogenic liquid product, in particular liquefied natural gas (LNG) or a liquefied gas.

[0041] In one embodiment, the anti-rolling tank is arranged at or above the forward liquid tank on a vertical axis perpendicular to the longitudinal and transverse axes of the vessel.

[0042] In one embodiment, the maximum load capacity P TC For all payloads below, the anti-rolling tank is located within the vessel above the vessel's waterline.

[0043] The present invention can be better understood, and other objects, details, features and advantages of the present invention can be more clearly described by reading the following description of several specific embodiment examples of the present invention with reference to the accompanying drawings. The specific embodiment examples in the following description are merely illustrative and are not intended to limit the present invention. [Brief description of the drawings]

[0044] [Figure 1A] FIG. 2 is a schematic cross-sectional view of a transport vessel with a trim control system taken along its longitudinal axis. [Figure 1B] FIG. 1B is a functional diagram of a trim control system installed on the vessel of FIG. 1A. [Figure 2A] FIG. 1C is a schematic top view of a marine vessel showing possible locations of liquid tanks of the trim control system of FIG. [Figure 2B] 2A is a view similar to FIG. 2A showing another possible location of the liquid tank of the trim control system of FIG. 1B. [Figure 3A] FIG. 1B is a schematic view of the transport vessel of FIG. 1A along line AA. [Figure 3B] FIG. 3B is a transparent perspective view of the anti-rolling tank shown in cross-section in FIG. 3A. [Figure 4] FIG. 4 is a schematic diagram showing the operation of the anti-rolling tank shown in FIGS. 3A and 3B. [Figure 5A] FIG. 1B is a view similar to FIG. 1A, showing the vessel with a high vessel load and no anti-rolling tanks in use. [Figure 5B] FIG. 5B is substantially the same as FIG. 5A, but showing the anti-rolling tanks in use. [Figure 6A] FIG. 1B is a view similar to FIG. 1A, showing the vessel with a low vessel load and no anti-rolling tanks in use. [Figure 6B]FIG. 6B is substantially the same as FIG. 6A, but showing the anti-rolling tanks in use. [Figure 7A] FIG. 1B is a view similar to FIG. 1A, showing the vessel at a moderately loaded state and with no anti-rolling tanks in use. [Figure 7B] FIG. 7B is substantially the same as FIG. 7A, but showing the anti-rolling tanks in use. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0045] 1A is a schematic cross-sectional view of a goods transport ship 1 (hereinafter referred to as "ship 1") along a longitudinal axis X-X' of the ship 1. The direction from X' to X is the direction of movement of the ship 1 when sailing.

[0046] The ship 1 in this example is a carrier for liquefied gas, in particular for liquefied natural gas (LNG). The ship 1 is therefore equipped with one or more tanks 2 (two in this example) that are hermetically insulated. The tanks 2 are arranged in the longitudinal axis X-X' of the ship 1 forward of a superstructure 5 with a bridge. The superstructure 5 itself is arranged forward of one or more funnels 3 arranged above a machinery room 4, which is arranged below the superstructure 5 and below the one or more funnels 3. However, more generally, the ship 1 could also be a carrier for other liquid products or for any other type of goods. In this case too, the tanks or transport holds of the ship 1 are arranged forward of the superstructure 5.

[0047] Each tank 2 may be a tank with a sealing barrier and a thermal insulation barrier, in particular a tank of independent type A, B or C as defined in the International Maritime Organization (IMO) Code, or any equivalent tank. Alternatively, the tank 2 may have a main structure with a multi-layer structure comprising, from the outside to the inside, a secondary thermal insulation barrier with thermal insulation and supported on a load-bearing structure, a secondary sealing membrane supported on the secondary thermal insulation barrier, a primary thermal insulation barrier with thermal insulation and supported on the secondary sealing membrane, and a primary sealing membrane arranged to be in contact with the liquefied gas contained in the tank. Preferably, the load-bearing structure is constituted by at least a part of the walls of the vessel 1. In another alternative embodiment, there is one thermal insulation barrier arranged between the sealing membrane and the load-bearing structure. Such tanks may for example be manufactured using the Applicant's Mark III or NO96® technology. Preferably, at least a part of the tank 2 is surrounded by a cofferdam 6 (see FIG. 1A).

[0048] The vessel 1 further comprises a trim control system 10, which is described in more detail below with reference to Figures 1A and 1B. In Figure 1A, the liquid tank and tank 2 of the trim control system 10 are shown empty, and options for filling the liquid tank and tank 2 of the trim control system are described in more detail below.

[0049] The trim control system 10 is not in communication with the ocean and includes at least one forward tank 20, at least one aft tank 30, an anti-rolling tank 40, and optionally a center tank 50.

[0050] In the example shown in Figures 1A and 2A, two forward tanks 20 are provided. Both forward tanks 20 are located in the first quarter of the ship 1 along its longitudinal axis X-X'. The "first quarter" refers to a zone located between 0% and 25% of the length L of the ship 1 along its axis X-X', with 0% being the bow of the ship and increasing towards the stern. In a variant, the two forward tanks 20 can be located in the first third of the ship, where the "first third" refers to a zone located between 0% and 33.3% of the length of the ship 1 along its axis X-X'.

[0051] 1A and 2A, two aft tanks 30 are provided, both of which are located in the last quarter of the vessel's longitudinal axis X-X'. The "last quarter" refers to the zone located between 75% and 100% of the length L of the vessel 1 along its axis X-X'. In a variant, the two aft tanks 30 can be located in the last third of the vessel, the "last third" referring to the zone located between 66.7% and 100% of the length L of the vessel along its axis X-X'.

[0052] The central tank 50 is, in turn, arranged in a zone from 40% to 60% of the length L along the axis X-X' of the ship 1. The central tank 50 is typically centered on the axis X-X'.

[0053] In figures 1A and 2A, two forward tanks 20 and two rear tanks 30 are shown spaced apart from each other in the direction of the axis X-X' of the ship 1. However, in a variant, as shown in figure 2B, the two forward tanks 20 and the two rear tanks 30 can also be arranged spaced apart from each other in a direction parallel to the transverse direction Y-Y' of the ship 1. Many other configurations are possible. In particular, the number of forward tanks 20 and rear tanks 30 is shown only by way of example, and it is also possible to provide one or more forward tanks 20, and independently one or more rear tanks 30, spaced apart from each other in the direction of the axis X-X' and / or the axis Y-Y'.

[0054] The anti-rolling tank 40 will be described below. The anti-rolling tank 40 is arranged in the first 1 / 3, preferably in the first 1 / 4, of the ship 1 in the direction of the axis X-X'. The anti-rolling tank 40 is therefore arranged forward of the tank 2 in the direction of the axis X-X', and if possible, forward of the cofferdam 6. For example, as shown in the figures, the anti-rolling tank 40 can be adjacent to the foremost cofferdam 6 in the direction of the axis X-X'. As shown in the figures, the anti-rolling tank 40 has a maximum dimension in the transverse direction Y-Y' of the ship 1, which is specifically shown in Figures 2A, 2B and 3A. In the example shown, this maximum dimension is equal to the maximum width l of the ship 1 in the transverse direction Y-Y'. However, in a variant, said maximum dimension can be 60% to 100% of l. As shown in the figures, and in particular in Figure 1A, the anti-rolling tank 40 can be located above any of the forward tanks 20 in the direction of the axis Z-Z'. Here, in FIG. 1A, ZZ' is a vertical axis perpendicular to the axis XX' and the axis YY'.

[0055] 3B is a transparent perspective view of the anti-rolling tank 40. As shown in the figure, the anti-rolling tank 40 is provided with a pair of partition walls 42. These partition walls 42 are preferably arranged opposite each other, in this example parallel to the axis X-X', in the internal volume 43 of the anti-rolling tank 40. In this example, the partition walls 42 extend only over a part of the height of the internal volume 43, but it is also possible to extend over the entire height of the internal volume 43. Furthermore, it is possible to provide more partition walls 42 or even to provide only one partition wall 42. The geometrical form of the partition walls 42 is such that the flow of liquid in the internal volume 43 can be controlled.

[0056] In any case, the partition 42 is arranged so as to slow down the flow of liquid along the axis Y-Y' in the anti-rolling tank without completely hindering this flow, so that the liquid remains free to move in the internal volume 43 despite the presence of the partition 42.

[0057] The role of the partition 42 when the anti-rolling tank 40 is partially filled with liquid will be explained below with reference to FIG.

[0058] The views in FIG. 4 show the vessel 1 undergoing a rolling motion 200 of a given frequency when the anti-rolling tank 40 is filled with a given volume 49 of liquid.

[0059] The left hand view of Figure 4 shows the vessel 1 heeling near its maximum angle as a result of the rolling motion 200. The partition walls 42 tend to slow down the motion of the liquid in the internal volume 43, so that these walls retain the liquid such that most of the liquid volume 49 remains on the side opposite to the side on which the vessel 1 heels. The liquid thus exerts a moment that tends to stabilize the vessel 1. However, the liquid first starts to move towards the other side of the internal volume 43 as a result of the gravity caused by the initial heeling, and then moves towards the other side of the internal volume 43 as a result of the inertia of the liquid. This displacement of the liquid is represented by the arrow 201.

[0060] Then, as shown in the right-hand diagram of Figure 4, when the vessel 1 reaches near the maximum heel angle on the other side, most of the liquid returns to the side opposite to the side on which the vessel 1 is heeling, again creating a moment tending to stabilise the vessel 1.

[0061] 4 and the like alternate at said frequency, with the liquid each time exerting a moment which tends to stabilise the vessel 1. It can thus be seen that by partially filling the interior volume 43 with liquid, the effect of the rolling motion 200 on the vessel is damped.

[0062] Such an operating principle is self-evident and anti-rolling tanks operating on this principle are sold, among others, by Hoppe Marine under the trademark FLUME and by GEPS Techno SAS under the trademark SIRE. The design of an adapted partition 42 is thus a common task when balancing and when controlling the trim of a ship.

[0063] The time it takes for the liquid to enter the internal volume 43 depends mainly on the structure of the partition 42 and also on the volume 49 of the liquid in the anti-rolling tank 40, but to a lesser extent on the structure of the partition 42. As mentioned above, the design of an adapted partition 42 is a common task during balancing and during control of the trim of the vessel, so that a person skilled in the art can adjust the partition 42 accordingly to obtain the desired anti-rolling effect.

[0064] During such use, the volume 49 of liquid filled in the anti-rolling tank 40 is typically 25% to 75% of the maximum filling volume of said anti-rolling tank 40. A person skilled in the art can adjust the liquid volume 49 within said range depending on the circumstances, and in particular on the weight of the cargo on the vessel 1, to achieve the desired anti-rolling effect. Again, this is a common task for balancing and for controlling the vessel's trim.

[0065] The use of anti-rolling tank 40 in combination with tanks 20, 30 and 50 to control the trim of a vessel will now be described.

[0066] 1B, in order to command the filling of the various tanks, the trim control system 10 comprises a liquid distribution device 60 (hereinafter referred to as the "distribution device 60"). The distribution device 60 allows the distribution of a volume of liquid to the various tanks. The volume of liquid is, for example, constant, unless the distribution device 60 is configured to receive additional liquid or to discharge liquid while the vessel 1 is underway. In other words, the distribution device 60 commands how to distribute the volume of liquid (optionally how to distribute a constant volume of liquid) between the tanks 20, 30 and 50 and the anti-rolling tank 40. Furthermore, as mentioned above, since the trim control system 10 is not in communication with the ocean, the liquid distributed by the distribution device 60 is not seawater taken in when the vessel 1 leaves the port of departure, as in the case of using conventional seawater ballast, and is not discharged when the vessel 1 arrives at the destination port.

[0067] The filling of the various tanks using the distribution device 60 can be varied, for example during maintenance work on the ship, for example to fill tanks in the event of a loss, or to empty tanks and then refill them, etc.

[0068] The liquid contained in the tank and distributed by the distribution device 60 is typically fresh water. Fresh water is available from a large number of infrastructures and using fresh water simplifies the design and maintenance of the trim control system 10. The remainder of this specification describes a scenario in which fresh water is used in the trim control system 10. However, other liquids can be used. To simplify the design and use of the trim control system 10, it is preferred that the liquid have a specific gravity of about 1, for example between 0.95 and 1.05.

[0069] To distribute water among the tanks 20, 30, 40 and 50, the distribution device 60 comprises a set of conduits 68 communicating the various tanks and at least one pump 69 capable of moving water between the various tanks. The hollow arrows in FIG. 1B show examples of flow directions of the set of conduits 68. In addition, not shown in FIG. 1B, the distribution device 60 also comprises a set of valves for controlling the entry and otherwise of water into each of the tanks 20, 30, 40 and 50 and for controlling the filling rate of each of these tanks. The tanks 20, 30, 40 and 50 are provided with pressure balancing orifices 21, 31, 41 and 51, respectively, which communicate the internal volumes of the tanks with the atmosphere, thereby allowing the water contained therein to be discharged.

[0070] The trim control system 10 also includes a controller 90. As shown in dashed lines in Figure 1B, the controller 90 is configured to control the dispensing device 60, and more specifically, to control at least one pump 69 and valves (not shown) previously described above.

[0071] The control unit 90 may be implemented using any combination of suitable hardware and / or software. The control unit 90 is typically on-board the vessel 1 and may be in communication with other devices on-board the vessel 1. The control unit 90 may include or be in communication with a user interface device 91 through which the crew may input commands to control the operation of the control unit 90 and thus the operation of the distribution device 60 and the trim control system 10. In particular, the crew may use the user interface device 91 to input commands to control the operation of the control unit 90 and thus the operation of the distribution device 60 and the trim control system 10. TC and can be input to the control unit 90, for example, when the vessel 1 starts sailing. TCmay be stored in the memory of the control unit 90. Alternatively, the weight of the cargo of the vessel 1 may be provided to the control unit 90 by another device on board the vessel 1 or installed in another manner.

[0072] Maximum loading capacity of vessel 1 P TC is provided by the builder of the vessel 1. In such a case, the empty weight P v is the total weight of the vessel 1, P T 20% to 80%, preferably 30% to 60%, of P v and P T and P TC The relationship between is expressed by the following formula: P T =P v +P TC In addition, the empty weight of the ship P v is provided by the builder of the vessel 1, and this empty weight P v specifies the weight of a vessel 1 when it has no other equipment and cargo on board other than equipment necessary for the operation of the vessel, and optionally a negligible amount of fuel.

[0073] In one embodiment, the total weight P of the front tank 20 and the rear tank 30 is RT is the empty weight P of vessel 1 when it is filled with a liquid having a specific gravity of 1. v The range is 2% to 8%, preferably 3% to 6%.

[0074] In one embodiment, the total weight P of the anti-rolling tank 40 when filled with a liquid having a specific gravity of 1 is ART is the empty weight of the vessel P v It is 1% to 4%, preferably 2% to 4%.

[0075] 5A to 7B, the maximum load weight P TC Next, various commands executed by the control unit 90 in accordance with the weight of the cargo on the ship 1 in relation to the above will be described.

[0076] 5A and 5B show the weight of the cargo of the ship 1 when the weight of the cargo is the maximum load weight PTC , where the filling level of tank 2 is very close to the maximum permitted filling level of said tank 2.

[0077] In Fig. 5A, the anti-rolling tank 40 is not filled with water and is therefore not operational. The volume of water contained in the trim control system 10 is therefore distributed among the forward tank 20, the aft tank 30 and the central tank 50. In the illustrated example, this distribution of the volume of water among the tanks makes the bow draft of the vessel 1 (hereinafter represented by the symbol "Tf") equal or substantially equal to the aft draft of the vessel 1 (hereinafter represented by the symbol "Ta"). The drafts Ta and Tf are measured from the vessel's waterline or relative to sea level, as is well known in the marine field. This is indicated in the drawings by the reference number 100.

[0078] In FIG. 5B, the anti-rolling tank 40 is partially filled with water, more specifically, 25%-75% of the maximum fill volume of the anti-rolling tank 40 as described above.

[0079] The control unit 90 can command the distribution device 60 to switch from the distribution of the volume of water shown in FIG. 5A to the distribution of the volume of water shown in FIG. 5B. Specifically, the control unit 90 commands the distribution device 60 to transfer water to the anti-rolling tank 40 in response to an anti-rolling command until the anti-rolling tank is partially full as described above. The anti-rolling command can be inputted to the control unit 90 by, for example, a crew member. Basically, the distribution device 60 can draw water only from the aft tank 30, only from the forward tank 20, or only from the center tank 50 to fill the anti-rolling tank 40. However, it is preferable not to excessively change the trim of the ship 1 by the distribution device 60 drawing water from the aft tank 30 and the forward tank 20 simultaneously, or from the aft tank 30, the forward tank 20, and the center tank 50 simultaneously. However, it is acceptable to slightly increase the bow draft Tf of the ship 1, as shown in FIG. 5B.

[0080] It should be noted that the control described above with reference to FIGS. 5A and 5B is carried out when the weight of the cargo of the vessel 1 is 0.8×P TC Specifically, the control unit 90 acquires the weight of the cargo of the vessel 1 as described above and also acquires the maximum load weight P TC and the weight of the cargo of Ship 1 is 0.8×P TC If so, the above-mentioned command is given to the distribution device 60.

[0081] 6A and 6B show the case where the weight of the cargo of the vessel 1 is P TC 6A shows a second example in which the forward tank 2 is smaller than the forward tank 2 in the configuration of FIG. 5A. In particular, the fill level of the tank 2 is reduced. Such a situation may occur in particular when the ship 1 transports LNG in the tank 2. In such a situation, it is necessary to leave a minimum level of LNG in the tank 2, known as "heel". As can be seen by comparing FIG. 6A with FIG. 5A, in the configuration of FIG. 6A, the water fill of the forward tank 20 is greater than the fill of the forward tank 20 in the configuration of FIG. 5A in order to compensate for the weight of the equipment located aft of the ship 1, in particular the weight of the engine room 4, the funnel(s) 3 and the superstructure 5, and to prevent the draft Tf at the bow of the ship 1 from being too small.

[0082] In FIG. 6B, anti-rolling tank 40 is partially filled with water, more specifically, 25%-75% of its maximum fill volume as described above.

[0083] The control unit 90 can command the distribution device 60 to switch from the distribution of the volume of water shown in FIG. 6A to the distribution of the volume of water shown in FIG. 6B. In particular, the control unit 90 commands the distribution device 60 in response to an anti-rolling command to transfer water to the anti-rolling tank 40 until the filling state of the anti-rolling tank is partially full as described above. Basically, to fill the anti-rolling tank 40, the distribution device 60 can draw water from the aft tank 30 and the forward tank 20 simultaneously, or from the aft tank 30, the forward tank 20 and the central tank 50 simultaneously. However, in order to prevent more water from being transferred towards the front of the ship 1 and thus to prevent an increase in the draft Tf of the bow of the ship 1, it is preferable for the distribution device 60 to draw water only from the forward tank 20. The reason is that it is preferable to prevent an increase in Tf in order to prevent an excessive submersion of the bow 8 of the ship 1, which may have a negative effect on the sailing characteristics of the ship 1.

[0084] It should be noted that the control described above with reference to FIGS. 6A and 6B is carried out when the weight of the cargo of the vessel 1 is 0.2×P TC Specifically, the control unit 90 acquires the weight of the cargo of the vessel 1 as described above and also acquires the weight of the cargo of the vessel 1 when P TC The weight of the cargo of Ship 1 is 0.2×P TC Such instructions are provided to the distribution device 60 when:

[0085] Figures 7A and 7B show a third example where the weight of the cargo of the vessel 1 is between that shown in Figures 5A, 5B and that shown in Figures 6A, 6B. Such a situation may arise in particular when the tanks 2 are partially filled with LNG or other liquid product.

[0086] In FIG. 7B, anti-rolling tank 40 is partially filled with water, more specifically, 25%-75% of its maximum fill volume as described above.

[0087] The control unit 90 can command the distribution device 60 to switch from the distribution of the volume of water shown in Fig. 7A to the distribution of the volume of water shown in Fig. 7B. In particular, the control unit 90 commands the distribution device 60 in response to the anti-rolling command to transfer water to the anti-rolling tank 40 until the filling state of the anti-rolling tank is partially full as described above. Basically, the distribution device 60 can draw water only from the aft tank 30, only from the forward tank 20 or only from the center tank 50 to fill the anti-rolling tank 40. However, it is preferable that the distribution device 60 does not adjust the trim of the ship 1 or at least does not increase the bow draft Tf of the ship 1 by drawing water simultaneously from the aft tank 30 and the forward tank 20 or from the aft tank 30, the forward tank 20 and the center tank 50.

[0088] It should be noted that the control described above with reference to FIGS. 7A and 7B is carried out when the weight of the cargo of the vessel 1 is 0.2×P TC Ultra and 0.8×P TC Specifically, the control unit 90 acquires the weight of the cargo of the vessel 1 as described above and the maximum load weight P TC The weight of the cargo of vessel 1 is strictly 0.2×P TC Ultra and 0.8×P TC If the threshold is less than the threshold, the above-mentioned command is given to the distribution device 60.

[0089] In the above, the weight of the cargo of ship 1 and the maximum loading weight P TC Although the above description concerns instructions executed by the control unit 90 in response to the above values, in one variant the control unit 90 can control the distribution device 60 independent of the magnitude of the above values, for example, can control the distribution device 60 solely in response to commands from the crew.

[0090] In addition, (the weight of the cargo of ship 1 is P TC If the following is true, the anti-rolling tank 40 is disposed in the vessel 1 above the vessel's waterline 100, regardless of the weight of the cargo carried by the vessel 1.

[0091] Some of the components shown in the figure, particularly the control unit 90, can be provided in various forms using hardware and / or software components in a unitary or distributed manner. Usable hardware components include application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs) and microprocessors. Software components can be written in various programming languages, such as C, C++, Java (registered trademark) or VHDL. The items listed above are not limiting.

[0092] The control 90 need not be provided and need not be state of the art. Thus, in the above embodiment, the valves and / or pumps of the dispensing device 60 can be controlled by the crew to directly or indirectly perform the following uses:

[0093] - Ship 1's cargo weight is 0.2×P TC ~0.8×P TC When this is the case, liquid is transferred from the forward liquid tank 20 and / or the aft liquid tank 30, preferably from the forward liquid tank 20 and the aft liquid tank 30, and / or to the anti-rolling tank 40 without increasing the bow draft Tf of the vessel 1.

[0094] - Ship cargo weight is 0.2×P TC When the above condition is met, liquid is transferred to the anti-rolling tank 40 from at least the forward liquid tank 20, preferably only from the forward liquid tank 20, and / or without increasing the bow draft Tf of the vessel 1.

[0095] - Ship cargo weight is 0.8×P TC When this is the case, liquid is transferred from the forward liquid tank 20 and / or the aft liquid tank 30, preferably from the forward liquid tank 20 and the aft liquid tank 30, to the anti-rolling tank 40.

[0096] It should also be mentioned here that when transferring water from the aft tank 30 to the anti-rolling tank 40, it may be preferable to transfer this water via the center tank 50.

[0097] Although the present invention has been described with reference to several specific embodiments, it is clear that the present invention is in no way limited to these embodiments, and includes all technical equivalents of the means described in this application and combinations thereof when falling within the scope of the present invention.

[0098] The use of the verbs "include", "comprise" or "have", including their conjugations, does not exclude the presence of elements or steps other than those stated in a claim.

[0099] In the claims, any reference signs in parentheses shall not be construed as limiting the scope of the claims.

Claims

1. A transport vessel (1) equipped with a trim control system (10) not in communication with the ocean, The transport ship (1) has a total weight P Ｔ 20% to 80%, preferably 30% to 60% of the empty weight P ｖ and has the following formula: P Ｔ =P ｖ +P ＴＣ The maximum load weight P calculated by ＴＣ and The trim control system (10) comprises: at least one forward liquid tank (20) located in the first third, preferably in the first quarter of the longitudinal axis (X-X') of the transport vessel (1); at least one aft liquid tank (30) located in the last third, preferably the last quarter, of the longitudinal axis (X-X') of the transport vessel (1); an anti-rolling tank (40) having a large dimension in the transverse axis (Y-Y') of the transport vessel (1), the anti-rolling tank (40) having at least one partition wall (42) arranged to slow down the flow of liquid in the anti-rolling tank (40) in the transverse axis (Y-Y') of the transport vessel (1); a distribution device (60) in communication with the at least one forward liquid tank (20), the at least one aft liquid tank (30), and the anti-roll tank (40), configured to distribute a volume of liquid between the at least one forward liquid tank (20), the at least one aft liquid tank (30), and the anti-roll tank (40), the distribution device comprising at least one pump (69) and a plurality of valves; A transport ship (1) comprising:

2. and a control unit (90) for instructing the distribution device (60) to transfer liquid to the anti-rolling tank (40) in response to an anti-rolling command until the fill state of the anti-rolling tank is 25% to 75% of the maximum fill volume of the anti-rolling tank. A transport vessel (1) according to claim 1.

3. The control unit (90) further calculates the weight of the cargo of the transport ship and the maximum loading weight P ＴＣ and configured to command the dispensing device (60) depending on A transport vessel (1) according to claim 2.

4. When the control unit (90) receives the roll reduction command, the weight of the cargo of the transport ship (1) is 0.2×P ＴＣ ~0.8 x P ＴＣ commanding the distribution device (60) to transfer liquid from the forward liquid tank (20) and / or the aft liquid tank (30), preferably from the forward liquid tank (20) and the aft liquid tank (30), and / or to the anti-rolling tank (40) without increasing the bow draft (Tf) of the transport vessel (1), A transport vessel (1) according to claim 3.

5. When the control unit (90) receives the roll reduction command, the weight of the cargo of the transport ship is 0.2×P ＴＣ commanding the distribution device (60) to transfer liquid from at least the forward liquid tank (20), preferably only from the forward liquid tank (20), and / or to the anti-rolling tank (40) without increasing the bow draft (Tf) of the transport vessel (1) when: A transport vessel (1) according to claim 3 or 4.

6. When the control unit (90) receives the roll reduction command, the weight of the cargo of the transport ship is 0.8×P ＴＣ and when the above is true, command the distribution device (60) to transfer liquid from the forward liquid tank (20) and / or the aft liquid tank (30), preferably from the forward liquid tank (20) and the aft liquid tank (30), to the anti-rolling tank (40). A transport vessel (1) according to claim 3 or 4.

7. The total weight P of the at least one front tank (20) and the at least one rear tank (30) ＲＴ is the empty weight P of the transport vessel when it is filled with a liquid having a specific gravity of 1. ｖ 2% to 8%, preferably 3% to 6%, A transport vessel (1) according to any one of claims 1 to 4.

8. The trim control system (10) further comprises a central liquid tank (50) arranged in a zone from 40% to 60% of the length L of the transport vessel (1) on the longitudinal axis (X-X') of the transport vessel (1). A transport vessel (1) according to any one of claims 1 to 4.

9. the anti-rolling tank (40) is arranged in the first third, preferably in the first quarter, of the longitudinal axis (X-X') of the transport ship (1); A transport vessel (1) according to any one of claims 1 to 4.

10. The distribution device (60) is configured to transfer liquid from the at least one aft liquid tank (30) via the central liquid tank (50) to the anti-rolling tank (40). A transport vessel (1) according to claim 8.

11. The trim control system (10) includes at least two forward liquid tanks (20), the forward liquid tanks (20) are spaced apart from one another and each forward liquid tank (20) is disposed in the first third, preferably the first quarter of the longitudinal axis (X-X') of the transport vessel; A transport vessel (1) according to any one of claims 1 to 4.

12. two of the forward liquid tanks are spaced apart from each other on the longitudinal axis (X-X') of the transport vessel (1); A transport vessel (1) according to claim 11.

13. The trim control system (10) includes at least two aft liquid tanks (30), the aft liquid tanks (30) are spaced apart from one another and each aft liquid tank (30) is disposed in the last third, preferably the last quarter, of the longitudinal axis (X-X') of the transport vessel (1); A transport vessel (1) according to any one of claims 1 to 4.

14. two of the aft liquid tanks (30) are spaced apart from each other on the longitudinal axis (X-X') of the carrier; A transport vessel (1) according to claim 13.

15. The system further comprises at least one sealed and insulated tank (2) having at least one sealing barrier and at least one insulating barrier, The tank (2) preferably contains a cryogenic liquid product, in particular liquefied natural gas or liquefied gas. A transport vessel (1) according to any one of claims 1 to 4.

16. At least a part of the space around the tank (2) is an open space (6). A transport vessel (1) according to claim 15.

17. The anti-rolling tank (40) is adjacent to the open space (6).

17. A transport vessel (1) according to claim 16.

18. The anti-rolling tank (40) is arranged forward of the tank (2) on the longitudinal axis (X-X') of the transport ship (1). A transport vessel (1) according to claim 15.

19. The anti-rolling tank (40) is disposed in the forward liquid tank (20) or above the forward liquid tank (20) on a vertical axis (Z-Z') perpendicular to the longitudinal axis (X-X') and transverse axis (Y-Y') of the transport ship (1). A transport vessel (1) according to any one of claims 1 to 4.

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