Rotary fluid outflow prevention tanker

Abstract

To provide a fluid outflow prevention tanker capable of dealing with, among damages in which both outer and inner shells are broken, a damage of a shipboard part and a damage of a tank upper part in addition to a damage of a ship bottom part, and preventing a loaded fluid from flowing out of a ship.SOLUTION: A tank is rotated so as to set a hole formed in the tank, that is, an inner shell, at a position higher than the surface of a fluid in the tank and higher than a water line when the specific gravity of the fluid is larger than the air, and at a position lower than the surface of the fluid in the tank when the specific gravity of the fluid is smaller than the air.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a fluid leakage prevention tanker equipped with a rotating tank that prevents or minimizes the leakage of fluids loaded in the tank overboard when a tanker transporting fluids such as crude oil, liquefied hydrogen, or natural gas runs aground or suffers a collision accident and the tank is damaged and a hole is created, by rotating the tank so that the hole is above the waterline and higher than the surface of the loaded fluid if the specific gravity of the loaded fluid is crude oil, liquefied hydrogen at normal pressure, or so that the hole is lower than the surface of the loaded fluid if the specific gravity of the loaded fluid is lower than air, such as natural gas. [Background technology]

[0002] Known examples of this type of tanker include those with a double hull structure (Non-Patent Document 1), a mid-deck structure (Non-Patent Document 2), and a cargo liquid spill prevention tanker (Patent Document 1).

[0003] A double hull structure means that the bottom and sides of the ship are made of two layers, so even if the outer hull is simply ruptured, the contents of the tanks will not spill overboard.

[0004] In the mid-deck structure, the middle deck that separates the tank from the top and bottom is set lower than the waterline, and the pressure in the lower tank is kept lower than the water pressure around the tanker, so even if a hole is made in the bottom of the tank due to running aground or other reasons, the crude oil, which has a lighter specific gravity than seawater, is forced to the top and does not leak out. The sides of the ship are of double hull construction.

[0005] Tankers with a cargo liquid leakage prevention system use vacuum tanks to make the pressure inside the cargo liquid tank lower than the surrounding water pressure when the ship runs aground. This means that even if a hole is made in the bottom of the tank due to running aground or other reasons, the crude oil, which has a lighter specific gravity than seawater, is forced to the top and does not leak out. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Hei 4-143189 [Non-patent literature]

[0007] [Non-Patent Document 1] Tanker Wikipedia, Oil tanker (oil tanker, product tanker) [Non-Patent Document 2] Tanker Wikipedia, Oil tanker (oil tanker, product tanker) Summary of the Invention [Problem to be solved by the invention]

[0008] However, the above-mentioned double hull structure, mid-deck, or cargo liquid spill prevention tankers had a problem in that when the inner hull was ruptured due to a collision at a point other than the bottom of the ship, the fluid loaded in the tank would leak overboard.

[0009] The present invention aims to provide a fluid leakage prevention tanker that can deal with damage to the bottom of the ship, as well as damage to the sides and upper parts of the tanks, in the event of damage to both the outer and inner hulls, and that prevents the fluids carried on board from leaking overboard. [Means for solving the problem]

[0010] The system is equipped with a detection mechanism that identifies the location of holes in tanks inside tanker ships that have been created by the impact of running aground or collision, a prime mover, a power transmission mechanism, a rotation mechanism, and a braking device that controls the rotation angle.The movement of the tank, which receives the force of the prime mover through the power transmission mechanism, is converted into rotational motion by the rotation mechanism, and the rotation angle is adjusted by the braking device.By doing so, if the specific gravity of the fluid loaded in the tank is greater than that of air, the hole in the tank is higher than the surface of the loaded fluid and higher than the waterline, and if the specific gravity is less than that of air, the hole is lower than the surface of the loaded fluid, thereby preventing the fluids from leaking out of the tanker ship.

[0011] If the above-mentioned tank hole is located on the side of the ship and the specific gravity of the fluid in the tank is greater than that of air but less than that of seawater or fresh water, the tank can be rotated so that the hole is higher than the surface of the fluid and the waterline to prevent the fluid from leaking out of the tanker ship.

[0012] The above-mentioned detection mechanism has detectors that measure the vertical and lateral acceleration of the tank, and the measurement results of these detectors are combined with the gravitational acceleration to identify the location of the damage.

[0013] The prime mover described above is actuated by the gravity of the weight.

[0014] The prime mover described above operates under the weight of the tanker ship structure.

[0015] The prime mover described above is actuated by the elastic force of a spring.

[0016] The above-mentioned prime mover operates by using the elastic force of the leaf spring, which functions as a partition wall or a part of the partition wall.

[0017] The prime mover described above is powered by the buoyancy of the float.

[0018] The above-mentioned float is provided at the bottom of the tank as a bottom cover, so that even if a tanker ship runs aground and the bottom of the tank is damaged and the tank cannot be rotated, the float acts as a partition to prevent the fluid loaded in the tank from leaking out.

[0019] The above-mentioned float is provided as an intermediate deck that divides the above-mentioned tank into upper and lower parts at a height where the pressure of the fluid loaded in the lower part is lower than the water pressure around the tanker ship, and even if the tanker ship runs aground and the lower part of the tank is damaged and the tank cannot be rotated, the pressure difference prevents the fluid from leaking out.

[0020] The above-mentioned prime mover is powered by a portion of the buoyancy force experienced by the tanker ship's hull, and part of the hull's outer shell is composed of a piston and a cylinder.

[0021] The above-mentioned prime mover is powered by gravity and buoyancy generated by the difference in specific gravity of multiple types of fluids in the tank.

[0022] The prime mover described above is powered by the output of the fluid machinery.

[0023] The prime mover described above is powered by the power of a heat engine.

[0024] The prime mover described above is powered by the output of the electric motor.

[0025] The above-mentioned prime mover is powered by the power output of the tanker ship's prime mover.

[0026] The above-mentioned transmission mechanism has a large and small container attached to the end of a wire, with the smaller container contained within the larger container, and each container is filled with a fluid under high pressure.By releasing the fluid in the smaller container, the smaller container collapses and slips out of the larger container, creating a joint that can be separated in a short time.

[0027] The above-mentioned rotation mechanism is composed of a stopper to prevent the tank from rolling or sliding, and lubricating oil.

[0028] The above-mentioned rotating mechanism is a tubular rotating shaft, which allows the fluid to be released and lowers the pressure of the fluid in the tank below the water pressure around the tanker ship. Even if the bottom of the tank is damaged due to running aground and the tank cannot be rotated, the pressure difference between the loaded fluid and the water pressure around the tanker ship will prevent the fluid from leaking out.

[0029] The tank described above has a gap between the body and the lid, and is equipped with a valve with a membrane that plugs the fluid. By applying negative pressure inside the valve, the body and lid are sealed together. The membrane, no longer exposed to atmospheric pressure, bursts due to the pressure of the fluid, and the fluid increases its flow rate due to the negative pressure, pushing open the lid and being released outside the valve. Effect of the Invention

[0030] When a tanker runs aground or hits a collision and a hole appears in a damaged tank, it can prevent the fluids on board from leaking overboard. [Brief description of the drawings]

[0031] [Figure 1] A cross-sectional front view of a tanker ship full of fluids denser than air immediately after a collision against its side, leaving holes in the outer and inner hulls. [Diagram 2] Front cross-section of a tanker ship full of fluids denser than air, after a collision with its side causing the tank to rotate so that the hole in the inner hull is directly above the axis of rotation. [Diagram 3] A cross-sectional front view of a tanker ship, fully loaded with fluids denser than air, shortly after it ran aground and punctured its hull and inner hull. [Figure 4] Front cross-section of a tanker ship, fully loaded with fluids denser than air, after running aground and the tanks have rotated so that the hole is directly above the axis of rotation. [Diagram 5] FIG. 1 is a cross-sectional front view of a tanker ship full of a fluid denser than air immediately after a hole is drilled in the top of the tank. [Figure 6] A cross-sectional front view of a tanker ship, fully loaded with fluids less dense than air, immediately after a collision against its side that blew holes in its outer and inner hulls. [Figure 7] Front cross-section of a tanker ship full of a fluid lighter than air, after a collision with its side causing the tank to rotate so that the hole in the inner hull is directly under the axis of rotation. [Figure 8] A cross-sectional front view of a tanker ship, fully loaded with fluids less dense than air, immediately after it ran aground and punctured its hull and inner hull. [Figure 9] FIG. 1 is a cross-sectional front view of a tanker ship, fully loaded with a fluid that is less dense than air, immediately after a hole has been drilled in the top of the tank. [Figure 10] A cross-sectional front view of a tanker ship fully loaded with a fluid that is less dense than air, after a hole has been drilled in the top of the tank and the tank has rotated so that the hole in the inner hull is directly under the axis of rotation. [Figure 11] FIG. 1 is a cross-sectional front view of a tanker ship full of a fluid denser than air immediately after a hole is drilled in a surface perpendicular to the tank's axis of rotation. [Figure 12] This is a cross-sectional front view of a tanker ship fully loaded with a fluid that is denser than air after the tank has been rotated so that the hole in the plane perpendicular to the tank's axis of rotation is directly above the axis of rotation. [Figure 13] This is a side cross-sectional view of a tanker ship loaded with a fluid with a density greater than that of air after the tank has been rotated so that the hole in the plane perpendicular to the tank's axis of rotation is directly above the axis of rotation. [Figure 14] FIG. 1 is a cross-sectional front view of a tanker ship full of a fluid that is less dense than air, immediately after a hole has been drilled in a surface perpendicular to the tank's axis of rotation. [Figure 15] This is a front cross-sectional view of a tanker ship fully loaded with a fluid that has a specific gravity less than that of air after the tank has been rotated so that the hole in the plane perpendicular to the tank's axis of rotation is directly under the axis of rotation. [Figure 16] A cross-sectional side view of a tanker ship loaded with a fluid that has a lower specific gravity than air after the tank has been rotated so that the hole in the plane perpendicular to the tank's axis of rotation is directly under the axis of rotation. [Figure 17] Top view of a tanker ship loaded with a fluid denser than air and with a hole in it that is neither parallel nor perpendicular to the axis of rotation of the tank. [Figure 18] This is a top view of a tanker ship carrying a fluid with a density greater than that of air, with the tank rotated so that the hole, which is neither parallel nor perpendicular to the axis of rotation of the tank, is directly above the axis of rotation. [Figure 19] This is a front view of a tanker ship loaded with a fluid that is denser than air, with the tank rotated so that a hole in a plane that is neither parallel nor perpendicular to the axis of rotation of the tank is directly above the axis of rotation. [Figure 20] This is a cross-sectional side view of a tanker ship loaded with a fluid that is denser than air, where the tank has been rotated so that a hole in a plane that is neither parallel nor perpendicular to the axis of rotation of the tank is directly above the axis of rotation. [Figure 21] A cross-sectional side view of a tanker ship fully loaded with a fluid less dense than air and with a hole in it that is neither parallel nor perpendicular to the axis of rotation of the tank. [Figure 22] This is a cross-sectional side view of a tanker ship loaded with a fluid with a density less than that of air, rotated so that a hole in the tank, which is neither parallel nor perpendicular to the axis of rotation, is directly below the axis of rotation. [Figure 23] This is a front cross-sectional view of a tanker ship fully loaded with a fluid with a specific gravity much less than that of air, with the tank rotated so that the hole, which is neither parallel nor perpendicular to the tank's axis of rotation, is directly under the axis of rotation. [Figure 24] This is a cross-sectional side view of a tanker ship fully loaded with a fluid that has a density less than that of air, with the tank rotated so that the hole, which is neither parallel nor perpendicular to the axis of rotation of the tank, is directly under the axis of rotation. [Diagram 25] A cross-sectional front view of a tanker ship loaded with fluids heavier than air immediately after a collision on its side that blew holes in its outer and inner hulls. [Figure 26] Front cross-section of a tanker ship loaded with a fluid heavier than air after a collision with the side of the ship causing the tank to rotate and the hole in the inner hull to be above the surface of the fluid and above the waterline. [Figure 27] A cross-sectional front view of a tanker ship loaded with a fluid that is lighter than air, immediately after a collision on the side of the ship, leaving holes in the outer and inner hulls. [Figure 28] FIG. 1 is a cross-sectional front view of a tanker ship loaded with a fluid lighter than air, after a collision at the side of the ship causing the tank to rotate and the hole in the inner hull to be lower than the fluid interface. [Figure 29] FIG. 1 is a front cross-sectional view of a tank equipped with detectors for measuring longitudinal and lateral acceleration. [Diagram 30] FIG. 1 is a vector diagram of the tank acceleration. [Diagram 31] This is a front cross-sectional view showing the acceleration vector of the tank and the outline of the tank. [Diagram 32]This is a diagram showing the acceleration vectors of a tank when a tanker ship is tilted, superimposed on a front cross-sectional view of the tank. [Diagram 33] FIG. 1 is a perspective view of a tank showing an example of a detector arrangement for an eccentric collision. [Diagram 34] This is a diagram in which a cross-sectional view of the tank is superimposed so that the point of application of the tank's acceleration vector coincides with the location of the detector. [Diagram 35] FIG. 1 is a front cross-sectional view of a tanker ship showing an example in which detectors for eccentric collisions are also arranged on the outer hull. [Diagram 36] FIG. 1 is a front cross-sectional view of a tanker ship showing an example in which tension sensors for eccentric collisions are arranged on the inner and outer hulls. [Figure 37] FIG. 13 is a perspective view showing an example in which an infrared sensor is arranged in the inner shell, i.e., the tank. [Figure 38] This is an oblique view of a tanker ship showing an example of mirrors placed in a position where the sides and bottom of the tank can be visually observed. [Figure 39] This is a front cross-sectional view of a tanker ship with a weight hanging from the rotating shaft of the tank. [Diagram 40] This is a cross-sectional view of a tank with a weight hanging from a rotating shaft when rotated 180 degrees. [Diagram 41] FIG. 1 is a front cross-sectional view of a tanker ship with a weight on top of the tank. [Diagram 42] A cross-sectional view of a tank rotated 180 degrees with a weight placed on top of the tank. [Diagram 43] FIG. 1 is a front cross-sectional view of a tanker ship equipped with a weight having a spatula on the top of the tank. [Diagram 44] FIG. 1 is a front cross-sectional view of a tanker ship with weights on triangular rails mounted on top of the tank. [Diagram 45] FIG. 1 is a cross-sectional front view of a tanker ship with weights on triangular rails on top of the tank after one weight has been dropped and rotation has commenced. [Diagram 46] Front section of a tanker ship with weights on triangular rails on top of the tank, rotated 180 degrees. [Figure 47]FIG. 1 is a cross-sectional front view of a tanker ship with weights on movable triangular rails on top of the tank after one weight has been dropped and rotation has commenced. [Figure 48] Front section of a tanker ship with weights on movable triangular rails on top of the tank, rotated 180 degrees. [Figure 49] This is a front cross-sectional view of a tanker ship that has a weight on a triangular rail on the top of the tank to determine whether it rotates left or right, and a weight to rotate the tank 180 degrees. [Figure 50] This is a front cross-sectional view of a tanker ship with a weight suspended from two wires, located at the center of the left and right sides of the tank and higher than the axis of rotation. [Figure 51] FIG. 1 is a front cross-sectional view of a tanker ship with a tank with one wire disconnected and a weight suspended by the remaining wire. [Figure 52] FIG. 1 is a front cross-sectional view of a tanker ship with a tank with a weight suspended by a wire rotated 180 degrees. [Diagram 53] FIG. 1 is a front cross-sectional view of a tanker ship with a tank on one loose wire and a weight hanging from the remaining wire. [Figure 54] This is a diagram showing a weight with one of the wires loosened, positioned directly below vertically. [Figure 55] The other wire is also loosened, so that the weight is positioned directly below vertically and the tank is rotated 180 degrees. [Figure 56] FIG. 1 is a front cross-sectional view of a tanker ship having a tank with a water weight. [Figure 57] FIG. 1 is a front cross-sectional view of a tanker ship having a tank with a water weight with one water bladder broken. [Figure 58] FIG. 13 is a front cross-sectional view of a tanker ship having a tank with a water bag dropping during rotation. [Figure 59] FIG. 1 is a front cross-sectional view of a tanker ship with a tank weighted with water, rotated 180 degrees. [Figure 60] This is a side cross-sectional view of a tanker ship, whose structural support columns are made up of pistons and cylinders. [Figure 61] FIG. 2 is a front view of the tank, showing a mechanism for rotating the tank under the force of a hydraulic device. [Figure 62] FIG. 11 is a front view of the tank, showing the mechanism when the tank is rotated to the right by the force of the hydraulic device. [Figure 63] FIG. 13 is a front view of a mechanism for changing the direction of a rack gear integrated with a piston. [Figure 64] A side view of the structure, suspended by wires connected to pulleys. [Figure 65] FIG. 13 is a rear view of the tank, showing the mechanism that rotates the tank to the right or left when subjected to the force of the wire. [Figure 66] This is a front cross-sectional view of a tanker ship with magnets suspended from the mechanical shaft of the tank. [Figure 67] This is a cross-sectional side view of a tanker ship with magnets suspended from the mechanical shaft of the tank. [Figure 68] FIG. 1 is a front cross-sectional view of a tanker ship having a mechanism for rotating a mechanical shaft using spring force. [Figure 69] FIG. 1 is a side cross-sectional view of a tanker ship having a mechanism for rotating a mechanical shaft using spring force. [Figure 70] FIG. 2 is a front cross-sectional view of a tanker ship with weights in the tanks moving on intersecting axes. [Figure 71] This is a front cross-sectional view of a tanker ship with a weight in the tank that moves on intersecting axes as the tank begins to rotate clockwise. [Figure 72] This is a front cross-sectional view of a tanker ship with a tank equipped with weights that move on intersecting axes when the tank rotates 90 degrees to the right. [Figure 73] This is a cross-sectional view of a tank and a tanker ship with a float located at the bottom. [Figure 74] A cross-section of a tank rotated 180 degrees with a float at the bottom. [Figure 75] FIG. 2 is a cross-sectional view of a tank and tanker ship with floats at the bottom when it is stranded and unable to turn. [Figure 76]This is a cross-sectional view of a tank filled with seawater up to the waterline level, with a float at the bottom. [Figure 77] FIG. 2 is a front cross-sectional view of a tank and tanker ship with a float arranged as an intermediate deck. [Figure 78] FIG. 2 is a front cross-sectional view of a tank and tanker ship with floats arranged as intermediate decks rotated 180 degrees. [Figure 79] FIG. 1 is a front cross-sectional view of a tank and tanker ship with floats arranged as intermediate decks when it runs aground and cannot turn. [Figure 80] FIG. 1 is a front cross-sectional view of a tank and tanker ship with floats arranged as an intermediate deck, filled with seawater up to the waterline level. [Figure 81] This is a cross-sectional view of a tank equipped with a float that determines whether it rotates right or left. [Figure 82] This is a cross-sectional view of a tank with a float that determines whether the tank rotates clockwise or counterclockwise, with one float removed. [Figure 83] This is a front cross-sectional view of a tank rotated approximately 180 degrees and equipped with a float that determines whether the tank rotates right or left. [Figure 84] This is a side cross-sectional view of a tanker ship in which part of the outer hull is integrated with the pistons and cylinders. [Figure 85] A cross-sectional side view of a tanker ship with a rack gear operating and part of the hull integrated with a piston and cylinder. [Figure 86] This is a side cross-sectional view of a tanker ship in which part of the hull is integrated with a piston or cylinder that operates a pulley. [Figure 87] A cross-sectional side view of a tanker ship with part of its hull integrated with a piston or cylinder, with a pulley in operation. [Figure 88] This is a side cross-sectional view of a tanker ship in which part of the hull is integrated with the pistons and cylinders that operate the hydraulic system. [Figure 89] A cross-sectional side view of a tanker ship with a hydraulic system operating and part of the hull integrated with pistons and cylinders. [Figure 90]Front cross-sectional view of a tank with sand loaded on top [Figure 91] FIG. 1 is a cross-sectional front view of the tank rotated 180 degrees with sand loaded on top of the tank. [Figure 92] This is a front cross-sectional view of a tank with sand loaded at the top and a float at the bottom. [Figure 93] This is a cross-sectional front view of a tank rotated 180 degrees with sand loaded on top and a float at the bottom. [Figure 94] This is a front cross-sectional view of a tank and tanker ship with sand loaded on top of the tank and a float as an intermediate deck. [Figure 95] FIG. 1 is a front cross-sectional view of a tank and tanker ship rotated 180 degrees with sand loaded on top of the tank and a float as an intermediate deck. [Figure 96] This is a front cross-sectional view of a tank that carries a fluid with a high specific gravity at the top and a fluid with a low specific gravity at the bottom, and is equipped with a weight that determines whether the tank rotates right or left. [Figure 97] This is a front cross-sectional view of a tank and tanker ship rotated 180 degrees, carrying a fluid with a high specific gravity at the top and a fluid with a low specific gravity at the bottom. [Figure 98] This is a front cross-sectional view of a tank and tanker ship loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and intermediate or equal specific gravity on the left and right. [Figure 99] This is a front cross-sectional view of a tank and tanker ship carrying fluids with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right, with a hole on the left side due to a collision. [Figure 100] This is a front cross-section of a tanker ship starting to rotate clockwise, loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and fluids of intermediate or equal specific gravity on the left and right. [Figure 101] This is a front cross-sectional view of a tank or tanker ship, with a hole created by a break directly above the axis of rotation, and carrying fluids with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right. [Figure 102]This is a front cross-sectional view of a tank and tanker ship that has run aground, leaving a hole in the bottom of the tank, and is loaded with fluids with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right. [Figure 103] This is a front cross-sectional view of a tank and tanker ship starting to rotate clockwise, loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and intermediate or equal specific gravity on the left and right. [Figure 104] This is a front cross-sectional view of a tank and tanker ship rotated 180 degrees so that the tank hole is directly above the axis of rotation, and loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and intermediate or equal specific gravity on the left and right. [Figure 105] FIG. 1 is a front cross-sectional view of a tanker vessel having an electric motor and integral mechanical shaft and bearings. [Fig. 106] FIG. 1 is a side cross-sectional view of a tank and tanker ship having an electric motor and integrated mechanical shaft and bearings. [Figure 107] FIG. 1 is a front cross-sectional view of a tanker ship having a tank with a linear motor mounted thereon. [Figure 108] FIG. 1 is a side cross-sectional view of a tanker ship having a tank with a linear motor mounted thereon. [Figure 109] FIG. 1 is a front cross-sectional view of a tanker ship having a tank connected to a winch by a mechanical shaft. [Figure 110] FIG. 1 is a side cross-sectional view of a tanker ship having a tank connected to a winch by a mechanical shaft. [Figure 111] FIG. 1 is a front cross-sectional view of a tanker ship having a winch connected to a wire for winding a tank. [Figure 112] FIG. 1 is a side cross-sectional view of a tanker ship having a winch connected to a wire for winding a tank. [Figure 113] FIG. 1 is a front cross-sectional view of a tanker ship having a tank connected to a prime mover by a mechanical shaft. [Fig. 114] FIG. 1 is a side cross-sectional view of a tanker ship having a tank connected to a prime mover by a mechanical shaft. [Figure 115] FIG. 1 is a front cross-sectional view of the tank's mechanical shaft and the mechanism connected to the hydraulic device. [Fig. 116] This is a cross-sectional front view of a mechanism in which a cylinder filled with compressed air and a geared mechanical shaft are connected by a piston with a rack gear. [Fig. 117] A front cross-sectional view of the tank's mechanical shaft and the mechanism connected to the hydraulic device using weights. [Fig. 118] This is a cross-sectional front view of a mechanism in which a cylinder containing gunpowder and a geared mechanical shaft are connected by a piston with a rack gear. [Figure 119] This is a front cross-sectional view of a tanker ship with a weight suspended from the tank's rotating shaft by a single wire. [Figure 120] This is a side cross-sectional view of a tanker ship with a weight suspended from the tank's rotating shaft by a single wire. [Figure 121] A cross-sectional front view of a tanker ship with a weight connected to a wire and spring on the tank's rotation axis. [Figure 122] FIG. 1 is a cross-sectional view of a joint in which a smaller container is contained within a larger container. [Figure 123] FIG. 13 is a cross-sectional view of a joint with the contained container crushed. [Figure 124] FIG. 2 is a cross-sectional view of the joint where the smaller container has emerged and separated from the larger container. [Fig. 125] A front view of two linked rotatable rack gears with weights attached. [Fig. 126] A front view of two linked rotatable rack gears with weights, one of which is rotating. [Figure 127] A front view of two linked rotatable rack gears with weights lowered to their lowest positions. [Figure 128] A front view of two linked rotatable rack gears with springs. [Figure 129] FIG. 1 is a front view of two linked rotatable rack gears with magnets. [Fig. 130] A front view of two linked rotatable rack gears with springs and magnets. [Fig. 131] FIG. 1 is a side view of a transmission mechanism for a tanker ship with a clutch housing for the tank. [Fig. 132] FIG. 1 is a side cross-sectional view of a tanker ship equipped with a common pulley. [Fig. 133] This is a side cross-sectional view of a tanker ship equipped with rollers that transmit the power of the prime mover to the tank. [Fig. 134] A top view of a tanker ship with rollers transmitting the power of the prime mover tank. [Fig. 135] FIG. 1 is a front cross-sectional view of a hydraulic system operated by the power of a prime mover of a tanker ship. [Fig. 136] This is a side cross-sectional view of a tanker ship with hydraulic pipes leading from a hydraulic device near the tanker ship's prime mover to each tank. [Fig. 137] This is a front cross-sectional view of the inside of a tank and a tanker ship, with a stopper and lubricating oil as the rotating mechanism. [Figure 138] FIG. 1 is a front cross-sectional view of a tank and tanker ship with a wheel chock and lubricating oil as a rotating mechanism. [Figure 139] FIG. 2 is a front cross-sectional view of a tank and tanker ship with a rotating mechanism of scaffolding and lubricating oil. [Fig. 140] This is a front cross-section of a tank and tanker ship that uses rollers as a rotating mechanism. [Fig. 141] FIG. 2 is a side cross-sectional view of a tubular machine shaft. [Fig. 142] 1 is a side cross-sectional view of a tubular rotating shaft having a valve that opens and closes with negative pressure. [Fig. 143] FIG. 2 is a cross-sectional side view of a tubular machine shaft when negative pressure is applied. [Fig. 144] FIG. 2 is a cross-sectional side view of a tubular machine shaft immediately after the membrane has ruptured. [Fig. 145] FIG. 1 is a side cross-sectional view of a tubular machine shaft discharging a loaded fluid. [Fig. 146] FIG. 1 is a side cross-sectional view of a tanker ship that has run aground and is spilling fluid from its tanks through a mechanical shaft. [Fig. 147] This is a side cross-sectional view of a tanker ship that has run aground and seawater has flowed in up to near the waterline. [Fig. 148] FIG. 2 is a front view of a bearing connected to a fixed shaft. [Figure 149] FIG. 2 is a side view of a bearing connected to a fixed shaft. [Fig. 150] FIG. 13 is a front view of a bearing connected to a fixed shaft which is connected to a rack gear. [Fig. 151] FIG. 1 is a front cross-sectional view of a tank and tanker ship having a rotating bearing connected to a fixed shaft when tilted to the right. [Fig. 152] FIG. 1 is a front cross-sectional view of a tank and tanker ship having wheels and integral bearings. [Fig. 153] FIG. 1 is a side cross-sectional view of a tank and tanker ship having bearings integrated with the wheels. [Fig. 154] FIG. 1 shows a front cross-sectional view of a tank and tanker ship with an obstacle stuck in the tank at the side of the ship, and with bearings integrated with the wheels. [Fig. 155] FIG. 1 is a front cross-sectional view of a tank and tanker ship with wheels and integrated bearings that roll along the bottom of the ship and remove obstacles from the tank. [Fig. 156] FIG. 1 is a front cross-sectional view of a tank and tanker ship having a bearing integrated with the wheel, with a weight that determines whether the rotation is right or left. [Fig. 157] FIG. 16 is a front cross-sectional view of a tank and tanker ship with wheels and integrated bearings, with the left weight wire removed and right rotation selected. [Fig. 158] FIG. 1 is a front cross-sectional view of a tank and tanker ship having a cradle and an integrated bearing. [Fig. 159] FIG. 1 is a front cross-sectional view of a tank and tanker ship having a bearing integrated with the ladder top. [Fig. 160] FIG. 1 is a front cross-sectional view of a tank and tanker ship having a bearing integrated with the ladder top, with the stoppers of the left and right bearing support columns removed simultaneously. [Fig. 161] FIG. 1 is a front cross-sectional view of a tank and tanker ship with a bearing integrated into the ladder top, with the stopper on the left bearing support column removed. [Fig. 162]FIG. 1 is a front cross-sectional view of a tank and tanker ship having a lift-type bearing. [Fig. 163] FIG. 1 is a side cross-sectional view of a tank and tanker ship having a lift-type bearing. [Fig. 164] FIG. 1 is a front cross-sectional view of a tank and tanker vessel with elevated, liftable bearings. [Fig. 165] FIG. 1 is a side cross-sectional view of a tank and tanker ship where the bearing struts are not directly under the tanks that support the machine shafts. [Fig. 166] FIG. 2 is a side cross-sectional view of a stranded tank and tanker ship with the bearing struts not directly underneath the tanks supporting the machine shafts. [Fig. 167] A perspective view of a braking device consisting of a disk and a rod. [Fig. 168] A side cross-sectional view of a braking device consisting of a disk and a rod when the tank is not rotating. [Fig. 169] A side cross-sectional view of a braking device consisting of a disk and a rod when the tank is rotated 90 degrees. [Fig. 170] A side cross-sectional view of a braking device consisting of a disk and a rod when the tank is rotated 180 degrees. [Fig. 171] A front view of the stopper disk for rotating the tank 180 degrees in one direction. [Fig. 172] FIG. 2 is a front view of a dial-type braking device. [Fig. 173] FIG. 2 is a side view of a dial-type braking device. [Fig. 174] FIG. 13 is a front view of a dial-type braking system with a hole in the tank at the 4 o'clock position. [Fig. 175] This is a front cross-sectional view of a tank and tanker ship whose rotation mechanism is a lubricated scaffolding, with the rotation angle controlled by a wire. [Fig. 176] FIG. 2 is a side cross-sectional view of a tank having a valve that opens and closes with negative pressure. [Fig. 177] FIG. 1 is a cross-sectional view of a hose attached to a valve that opens under negative pressure and releases fluid. [Fig. 178]FIG. 1 shows a top view of a tank and tanker ship with hoses connected to adjacent compartments. [Fig. 179] FIG. 1 is a side cross-sectional view of a tanker ship having a puncher. [Fig. 180] This is a side cross-sectional view of a tanker ship with a puncher colliding with a tank. [Fig. 181] This is a side cross-sectional view of a tanker ship with seawater and fresh water flowing into the ship until the pressures of the fluids inside and outside the ship are balanced. [Fig. 182] This is a front cross-sectional view of a rotary type fluid leakage prevention tanker in which the prime mover is actuated by the elastic force of a leaf spring. [Fig. 183] FIG. 1 is a side cross-sectional view of a rotary type fluid leakage prevention tanker in which a prime mover is actuated by the elastic force of a leaf spring. [Fig. 184] A cross-sectional front view of a tanker ship with holes in its outer and inner hulls due to a collision on its side. [Fig. 185] This is a diagram of acceleration vectors at the bow side of the tank superimposed on the tank's outline. [Fig. 186] This is a diagram of acceleration vectors at the stern side of the tank superimposed on the tank's outline. [Fig. 187] This is a diagram of the acceleration vectors placed directly above the center of gravity of the tank, superimposed on the tank's outline. [Fig. 188] This is a diagram that superimposes a perpendicular line to the tanker's baseline and the outline of the tank. [Fig. 189] FIG. 2 is a perspective view of a rod and a disk that constitute a braking mechanism. [Fig. 190] This is a side cross-sectional view of the braking device, consisting of a rod and a disk, when the tank is rotated 135 degrees. [Fig. 191] FIG. 1 is a cross-sectional view of a joint that releases high pressure fluid in a smaller container contained within a larger container. [Fig. 192] This is a side cross-sectional view of a tank having a machine shaft with two wires wound clockwise and counterclockwise, with one of the wires cut off. [Fig. 193] This is a front cross-sectional view of a tanker ship that has been rotated so that the hole is facing almost directly above the axis of rotation. [Fig. 194] This is a side cross-sectional view of a tanker ship in which the prime mover that rotates the tank is operated by the elastic force of a bulkhead or part of it which acts as a leaf spring. [Fig. 195] This is a front cross-sectional view of a tanker ship in which the prime mover that rotates the tank is operated by the elastic force of a bulkhead or part of it which acts as a leaf spring. [Fig. 196] FIG. 1 is a front cross-sectional view of a tanker ship that has run aground and cannot rotate its tanks due to an obstruction. [Figure 197] This is a diagram of acceleration vectors at the bow side of the tank superimposed on the tank's outline. [Figure 198] This is a diagram of acceleration vectors at the stern side of the tank superimposed on the tank's outline. [Figure 199] This is a diagram of the acceleration vectors placed directly above the center of gravity of the tank, superimposed on the tank's outline. [Figure 200] This is a diagram superimposing a vertical line and the outline of the tank. [Figure 201] This is a side cross-sectional view of a braking device consisting of a rod and a disk when rotating the tank 180 degrees. [Fig. 202] 13 is a side cross-sectional view showing a bearing mechanism that is pushed up and raised by the elastic force of a leaf spring. [Fig. 203] 1 is a side cross-sectional view showing a bearing mechanism that lifts and raises the bearing by the elastic force of a leaf spring. [Fig. 204] This is a side cross-sectional view of a tanker ship in which the elastic force of a leaf spring is used to lift bearings using both a push-up and a lifting mechanism. [Fig. 205] This is a cross-sectional front view of a tanker ship with an obstruction removed from the tank. [Fig. 206] This is a front cross-sectional view of a tanker ship that has been rotated so that the hole is facing almost directly above the axis of rotation. [Fig. 207] FIG. 1 is a side cross-sectional view of a tanker ship in which the bearing struts are not directly below the tanks that they support. [Fig. 208] This is a diagram of acceleration vectors at the bow side of the tank superimposed on the tank's outline. [Fig. 209]This is a diagram of the acceleration vectors placed directly above the center of gravity of the tank, superimposed on the tank's outline. [Fig. 210] This is a diagram of the acceleration vectors placed directly above the center of gravity of the tank, superimposed on the tank's outline. [Fig. 211] This is a front cross-section of a tanker ship that has run aground and has an obstacle stuck in its bottom. [Fig. 212] FIG. 2 is a side cross-sectional view of a tubular rotating shaft connected to a negative pressure pump. [Fig. 213] This is a side cross-sectional view of a tanker ship that has discharged crude oil into a compartment and seawater has flowed in up to the waterline. [Fig. 214] FIG. 1 is a front cross-sectional view of a tanker ship carrying toluene and gaseous hydrogen in port. [Fig. 215] FIG. 1 is a front cross-sectional view of a tanker ship carrying toluene and gaseous hydrogen with the tanks rotated 180 degrees in port. [Fig. 216] FIG. 1 is a front cross-sectional view of a tanker ship having a weight on the top of the tank and fully loaded with liquefied hydrogen. [Fig. 217] A cross-sectional front view of a tanker ship full of liquefied hydrogen that has run aground and has a hole in the bottom of the tank. [Fig. 218] FIG. 1 is a front cross-sectional view of a tanker ship fully loaded with liquefied hydrogen, with the tank rotated so that the hole is vertically above the axis of rotation. [Fig. 219] FIG. 1 is a perspective view of a tanker ship equipped with seats that can move over the tanks. [Fig. 220] This is a front cross-sectional view of a tanker ship where the tanks are rotated 180 degrees to heat liquefied hydrogen in port. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] 1 to 220 show an embodiment of a fluid spill prevention tanker according to the present invention.

[0033] Figures 1 to 24 show examples of how to rotate a tank depending on the specific gravity of the fluid loaded at normal pressure and the location of the damage. However, depending on the specific gravity of the fluid and the location of the damage, there are cases where the tank is not rotated. In addition, since a tank can be rotated even if it does not have a rotating shaft as a part of a machine, in this text we will distinguish between a fixed, straight rotating shaft that is the center of rotational motion and a rotating shaft that is provided as a part of a rotating machine, and will refer to the former as a rotating shaft and the latter as a mechanical axis. In addition, the surface of a fluid is also expressed including the interface between air and a gas other than air. Furthermore, "directly above the axis of rotation" refers to the area above the axis of rotation on a vertical plane including the axis of rotation, and also includes the area above the axis of rotation on a plane perpendicular to the baseline of the tanker ship including the axis of rotation if the inclination and rolling of the tanker ship can be ignored. Therefore, "directly below the axis of rotation" refers to the area below the axis of rotation on the same plane.

[0034] 1 to 10 show an embodiment in which the hole is drilled in a plane parallel to the axis of rotation of the tank.

[0035] Figure 1 is a front cross-sectional view of a tanker ship immediately after the side of the ship has been hit and holes have been created in the outer and inner hulls of the tanks, and shows a case in which the specific gravity of the fluid 4 loaded fully into the tank is greater than that of air. Seawater or fresh water flows into the ship through a hole in the hull (5), and a fluid with a higher density than the air (4) flows out downward through a hole in the tank (6).

[0036] Figure 2 is a front cross-sectional view of a tanker ship when the tank is rotated clockwise so that the hole in tank 6 is directly above the axis of rotation. A hole in a plane parallel to the axis of rotation will become the top of the tank as a result of this rotation, unless the tank face in which the hole is located is concave. The fluid in 4 has a greater specific gravity than air, so it does not rise. Therefore, when hole 6 becomes the top, the fluid stops flowing out. If the tank were not full, the leakage would stop even if the hole was not at the top of the tank, as long as it was higher than the surface of the fluid in the tank and above the waterline, which is the level of the seawater that will subsequently flow in. However, in this case, since the tank is full, the tank needs to be rotated so that the hole is at the top, i.e. directly above the axis of rotation. Also, in this case, rotating the tank to the left will result in a larger turn, which will take longer if the tank rotation speed is the same, and the amount of outflow will increase, so it is preferable to rotate the tank to the right.

[0037] Figure 3 shows a cross-sectional front view of a tanker ship immediately after it has run aground on its bottom, creating a hole in the hull and beneath the tanks, when the specific gravity of the fluid on board is greater than that of air. Seawater or fresh water flows into the ship through a hole in the hull (7), and a fluid with a higher density than the air (4) flows downward through a hole in the tank (8) accompanied by pressure at the bottom of the tank.

[0038] FIG. 4 is a front cross-sectional view of a tanker ship in which the tank described above has been rotated 180 degrees so that the hole in the inner hull or tank 8 is directly above the axis of rotation, i.e., at the very top. The fluid in 4 has a greater specific gravity than air, so it does not rise. Therefore, when hole 8 becomes the top, the outflow stops. From this, it can be said that the tank needs to rotate a maximum of 180 degrees. If it does not make a large turn, the maximum rotation angle is when moving the hole directly below the tank to directly above, or the hole directly above to directly below, and it does not matter whether it is a right or left rotation, but it is 180 degrees.

[0039] Figure 5 shows a hole created directly above a tank due to a collision with a falling object or the like, in which the specific gravity of the loaded fluid is greater than that of air. The fluid in number 4 does not rise because its specific gravity is greater than that of air. Therefore, it does not flow out of the hole in number 9, which is located directly above, i.e. at the very top of the tank. Therefore, in this case, the tank is not rotated. On the other hand, rotating the tank can cause the fluid to leak out. If the tank is rotated and the height of hole 9 becomes lower than the interface of fluid 4 loaded in the tank, fluid 4 will leak out.

[0040] Figure 6 shows the state immediately after a tanker ship collides with its side and holes are created in the outer and inner hulls of the tanks, in a case where the specific gravity of the loaded fluid is less than that of air. Seawater or fresh water flows into the ship through a hole in the hull (5), and a fluid with a lower specific gravity than air (10) flows upward through a hole in the tank (6).

[0041] Figure 7 is a front cross-sectional view of a tanker ship in which the tank has been rotated counterclockwise to avoid making a large turn, so that the hole in the tank caused by the collision at 6 is located directly below the axis of rotation, i.e., at the very bottom. The fluid in 10 does not descend because its specific gravity is less than that of air. Therefore, the outflow stops when hole 6 becomes the bottom of the tank.

[0042] Figure 8 shows a cross-sectional front view of a tanker ship immediately after it has run aground on its bottom, creating a hole in the hull and beneath the tanks, when the specific gravity of the fluid on board is less than that of air. Seawater or fresh water flows into the ship through the hole in the hull at 7, but the fluid at 10 does not descend because its specific gravity is less than that of air, and therefore does not flow out through the hole located directly below the tank at 8, i.e. at the very bottom. Therefore, in this case as well, as in FIG. 5, the tank is not rotated. Conversely, rotating the tank may cause the fluid 10 to leak out. If the tank rotates and the height of the hole 8 becomes higher than the surface of the bottom of the fluid 10 loaded in the tank, the fluid 10 will leak out.

[0043] Figure 9 is a front cross-sectional view of a tanker loaded with a fluid that has a lower specific gravity than air immediately after a hole has been created directly above the inner hull, i.e., the tank, due to a collision with a falling object or the like. From the hole directly above tank 9, fluid 10 flows out upward because its specific gravity is less than that of air.

[0044] Figure 10 is a front cross-sectional view of a tanker ship with the tank rotated 180 degrees so that the nine holes directly above are now directly below the axis of rotation, i.e., at the very bottom. As a result, the fluid 10, which has a lower specific gravity than air, does not descend and therefore does not flow out of the hole 8, which is now at the bottom.

[0045] If the hole is drilled in a plane parallel to the axis of rotation as in Figures 1 to 10, the hole should be directly above or below the tank, i.e. at the top or bottom, when the tank is full of the fluid to be loaded. If the fluid being loaded has a greater specific gravity than air, rotate the tank so that the hole is directly above the axis of rotation, but do not rotate the tank if the hole is directly above it. Also, if the specific gravity of the loaded fluid is less than that of air, the tank is rotated so that the hole is directly below the rotation axis. However, if a hole is created directly below the tank, the tank is not rotated. The tank must be able to rotate a maximum of 180 degrees left and right. Also, the rotation is determined to be right or left so as not to make a large turn around the tank and increase the amount of fluid flowing out. However, if the situation at the time of collision or grounding means that it can only rotate in one direction, or if the mechanism for rotating the tank is structured such that it can only rotate in one direction, the tank will be made to turn a full 180 degrees or more.

[0046] 11 to 16 show an embodiment where the hole is drilled in a plane perpendicular to the axis of rotation of the tank. In this case, the hole cannot be at the top or bottom of the tank, but the tank can be rotated so that it is at the top or bottom of the rotational path that the hole traces as the tank rotates, minimizing the amount of fluid spilling out. The top of the hole's rotational orbit is the position where the hole is directly above the rotation axis, just as it is the top of the tank, and the bottom of the rotational orbit is the position where the hole is directly below the rotation axis.

[0047] FIG. 11 is a front cross-sectional view of a tanker ship loaded with a fluid denser than air and with a hole in a plane perpendicular to the axis of rotation. The fluid (4) loaded in the tank flows out from hole (11). Since the specific gravity of the fluid is greater than that of air, it flows out downward.

[0048] FIG. 12 is a front cross-sectional view of a tanker ship loaded with a fluid denser than air after it has been rotated so that hole 11 is directly above the axis of rotation. By placing the 11 holes directly above the axis of rotation, the amount of fluid that leaks out, which has a higher density than air, is minimized.

[0049] FIG. 13 is a cross-sectional side view of a tank loaded with a fluid denser than air after the tank has been rotated so that hole 11 is directly above the axis of rotation. In this state, any fluid stacked higher than the lowest point of the 11 holes will flow out, but any fluid stacked lower will not flow out.

[0050] FIG. 14 is a front cross-sectional view of a tanker ship loaded with a fluid less dense than air and with a hole in a plane perpendicular to the axis of rotation. The fluid 10 loaded in the tank flows out from the hole 11. At this time, the specific gravity of the fluid is less than that of air, so it flows out upward.

[0051] FIG. 15 is a front cross-sectional view of a tanker ship loaded with a fluid having a density less than that of air after it has been rotated so that the hole 11 is directly under the axis of rotation. By placing the 11 holes directly under the axis of rotation, the leakage of fluid, which has a lower density than air, is minimized.

[0052] FIG. 16 is a cross-sectional side view of a tank loaded with a fluid having a specific gravity less than that of air after the tank has been rotated so that the hole 11 is directly under the axis of rotation. In this state, any fluid loaded lower than the highest point of the 11 holes will flow out, but any fluid loaded higher will not flow out.

[0053] As shown in Figures 11 to 16, if a hole is made on a surface perpendicular to the rotation axis, the problem can be dealt with by rotating the tank, in the same way as when a hole is made on a surface parallel to the rotation axis, such as the side of the tank. When the specific gravity of the loaded fluid is greater than that of air, the tank is rotated so that the hole is directly above the rotating shaft, and when the specific gravity is less than that of air, the tank is rotated so that the hole is directly below the rotating shaft, thereby minimizing the outflow of the fluid. Note that the tank should not be rotated if the hole is directly above the rotation axis and the specific gravity of the fluid is greater than that of air, or if the hole is directly below the rotation axis and the specific gravity of the fluid is less than that of air. This is because the positions of these holes are the positions where the amount of fluid flowing out is the smallest, and conversely, rotating the tank may change the position of the hole, increasing the amount of fluid flowing out.

[0054] Figures 17 to 24 show how a tank will rotate if it has a surface that is neither perpendicular nor parallel to the axis of rotation and a hole is punctured in such a surface. In this case, as in the case where a hole is drilled on a plane perpendicular to the axis of rotation, the hole cannot be located at the top or bottom, but by rotating the tank so that it is directly above or below the axis of rotation, the amount of fluid leakage can be minimized by placing the hole at the top or bottom of the rotational path traced by the rotation of the tank.

[0055] Figure 17 is a top view of a tank carrying a fluid denser than air and having a hole in a plane neither perpendicular nor parallel to the axis of rotation. From the hole 13, the fluid 4 loaded in the tank flows out. At this time, the specific gravity of the fluid is greater than that of air, so it flows out downward.

[0056] FIG. 18 is a top view of a tank loaded with a fluid denser than air after it has been rotated so that hole 13 is directly above the axis of rotation. By placing the 13 holes directly above the axis of rotation, the outflow of fluids that are denser than air is reduced.

[0057] Figure 19 is a front cross-sectional view of a tanker ship loaded with a fluid denser than air after it has rotated so that hole 13 is directly above the axis of rotation. The rotational movement of the tank places the hole at the highest point.

[0058] FIG. 20 is a cross-sectional side view of a tank loaded with a fluid denser than air after it has been rotated so that hole 13 is directly above the axis of rotation. In this state, any fluid stacked higher than the lowest point of hole 13 will flow out, but any fluid stacked lower will not flow out.

[0059] FIG. 21 is a side cross-sectional view of a tanker ship loaded with a fluid less dense than air and with a hole in a plane neither parallel nor perpendicular to the axis of rotation. 10 of the fluid loaded in the tank is flowing out from hole 13. At this time, the specific gravity of the fluid is less than that of air, so the flowing out fluid rises.

[0060] FIG. 22 is a side cross-sectional view of a tanker ship loaded with a fluid less dense than air after it has been rotated so that hole 13 is directly under the tank. By positioning the 13th hole at the lowest position on the orbit that the hole describes when the tank rotates, the outflow of fluid with a lower specific gravity than air is reduced.

[0061] FIG. 23 is a front view of a tank loaded with a fluid less dense than air after it has been rotated so that hole 13 is in its lowest position. The hole 13 is directly below the axis of rotation. This is the same as when there are holes on a surface perpendicular to the axis of rotation or on a surface parallel to the axis of rotation.

[0062] FIG. 24 is a side cross-sectional view of a tank loaded with a fluid having a density less than that of air after it has been rotated so that hole 13 is directly under the axis of rotation. In this state, any fluid stacked lower than the highest point of the 13 holes will flow out, but any fluid stacked higher will not flow out.

[0063] As shown in Figures 17 to 24, if a hole is made on a surface that is neither perpendicular nor parallel to the rotation axis, the problem can be solved by rotating the tank, in the same way as when a hole is made on a surface that is perpendicular or parallel to the rotation axis, such as the side of the tank. When the specific gravity of the loaded fluid is greater than that of air, the fluid is rotated so that the hole is directly above the axis of rotation, and when the specific gravity is less than that of air, the fluid is rotated so that the hole is directly below the axis of rotation, thereby minimizing the outflow of the fluid. In addition, if the hole is directly above the rotation axis and the specific gravity of the fluid is greater than that of air, or if the hole is directly below the rotation axis and the specific gravity of the fluid is less than that of air, do not rotate the tank. This is because the positions of these holes are the positions where the amount of fluid flowing out is the smallest, and conversely, rotating the tank changes the position of the hole and increases the amount of fluid flowing out.

[0064] As shown in Figures 1 to 24, if a hole is made on any surface of the tank, whether it is parallel to the rotation axis, perpendicular to the axis, or neither parallel nor perpendicular, as long as the tank is full, the specific gravity of the fluid is taken into consideration and the tank is rotated so that the hole is directly above or below the rotation axis, thereby raising or lowering the hole in the tank above or below the surface of the fluid. If the specific gravity of the fluid loaded in the tank is greater than that of air, the hole is made higher than the top surface of the fluid, and if it is less than that of air, the hole is made lower than the bottom surface of the fluid. However, if the tank is full, the hole will be higher than the top interface, so it needs to be directly above the axis of rotation, and if it is to be lower than the bottom interface, it needs to be directly below the axis of rotation.

[0065] Figures 25-28 show how the tank rotates when it is not full of fluid to be loaded. Just as when the tank is full, the specific gravity of the fluid is taken into consideration and the tank is rotated so that the hole is positioned higher or lower than the fluid interface.

[0066] Figure 25 shows a cross-sectional front view of a tanker ship immediately after a collision on the side of the ship, causing holes in the outer and inner tanks, and shows a case in which the specific gravity of the fluid 4 loaded in the tank is greater than that of air. However, the tank is not full of the fluid 4. Seawater or fresh water flows into the ship through a hole in the hull (5), and a fluid with a higher density than the air (4) flows out downward through a hole in the tank (6).

[0067] FIG. 26 is a front cross-sectional view of a tanker ship with the tanks as described above rotated clockwise to avoid making a large turn, and raised above the fluid interface of tank hole 4 at 6. Fluid 4 does not rise because its specific gravity is greater than that of air. Therefore, when hole 6 becomes higher than the interface of fluid 6 in the tank, the outflow of the fluid stops. In this case, hole 6 does not have to be directly above the axis of rotation. However, to prevent the fluid from mixing with the incoming seawater and spilling overboard, hole 6 must be positioned above the waterline to prevent seawater from entering tank 2. Similarly, even if the specific gravity of the fluid is greater than that of air, if it is less than that of seawater and the hole is made at a low position due to running aground or some other reason, depending on the amount of fluid, it may not leak even if the hole is not located higher than the waterline. However, if the tank is rotated so that the hole is higher than the waterline, it can be dealt with whether the hole is located high or low.

[0068] Figure 27 shows a cross-sectional front view of a tanker ship immediately after a collision on the side of the ship, causing holes in the outer and inner tanks, and shows the case where the specific gravity of the 10 fluids loaded in the tanks is less than that of air, but the tanks are not full. Seawater or fresh water flows into the ship through a hole in the hull at 5, and a fluid with a lower specific gravity than the air at 4 flows upward through a hole in the tank at 6.

[0069] FIG. 28 is a front cross-sectional view of a tanker ship in which the tanks have been rotated counterclockwise to avoid making a large turn, lowering the fluid interface of tank hole 10 at 6. The fluid 10 does not descend because its specific gravity is less than that of air. Therefore, when the hole 6 becomes lower than the interface of the fluid 10 in the tank, the outflow of the fluid stops. In this case, hole 6 does not have to be directly under the axis of rotation. Also, even if seawater flows into the tank, the fluid, which has a specific gravity less than that of air, will move upward, so hole 6 may be lower than the waterline.

[0070] As shown in Figures 25 to 28, if the tank is not full, the hole can be located higher than the uppermost surface of the fluid with a higher specific gravity than air, or lower than the lowermost surface of the fluid with a lower specific gravity than air, without needing to be located directly above or below the tank's rotation axis. However, in the former case, if the hole is made in the hull at a height where the fluid flows out while mixing with seawater or freshwater flowing into the ship, it is necessary to rotate the tank so that the hole is located higher than the waterline. Conversely, the tank may be rotated so that hole 6 is directly above or directly below the axis of rotation, just like a fully loaded tank. However, if the hole in the tank is directly above the rotation axis, repair and emergency work will have to be done at a high altitude, and if it is directly below, work will have to be done in an area where seawater or fresh water is mixed with the fluid. Therefore, if possible, it is preferable to rotate the tank at a height that makes it easier to carry out the subsequent work and prevent the fluid from leaking out, but this is difficult when the tank is full.

[0071] Figures 29 to 38 show an embodiment of a detection mechanism for locating a hole in a tank. Detection mechanisms include detectors, visual inspection, and both detectors and visual inspection. The reason is that when a tanker runs aground or suffers a collision, there is no guarantee that the detectors will function properly, and there is also no guarantee that humans will be able to respond in such a situation, so it is considered preferable to be prepared to do both. Also, if possible, it is preferable for the work to be carried out while a person checks whether the detector is working properly.

[0072] FIG. 29 is a front cross-sectional view of a tank equipped with sensors that measure longitudinal and lateral acceleration. If acceleration can be measured, force can be measured, and if force can be measured, acceleration can be measured. Therefore, the detector may be an acceleration sensor or a tension sensor, but an embodiment will be shown here taking an acceleration sensor as an example. Numerals 16 and 17 are acceleration sensors which measure the lateral and vertical acceleration of the tank, respectively, and are positioned on the axis of rotation of the tank and at the center of gravity of the tank. This section describes an example in which the hull of a tanker ship is horizontal at the moment of collision or grounding. An example in which the hull is inclined will be described later.

[0073] Figure 30 shows the composite vertical and horizontal acceleration vectors that the tank received at the moment of collision or running aground, where 20 is the composite vertical and horizontal acceleration vector, i.e., the acceleration vector due to the impact received by the tank. However, since the vertical acceleration accelerates the tank against the force of gravity acting on the tank, the vertical vector 19 is the result measured by the acceleration sensor 17 plus the acceleration of gravity.

[0074] Figure 31 shows the 21 vectors and their lines of action superimposed on a front cross-sectional view passing through the center of gravity of the tank perpendicular to the axis of rotation. At this time, the point of application of 20 is overlapped at the point where the sensor is installed. In this case, it is overlapped at the center of gravity of the tank, but if the sensor is installed at a different point, it is overlapped so that the point of application is located at that point. There are two points where the line of action of 23 overlaps with the outline of the tank. In the event of a collision or damage, the tank will be pushed at the damaged point, so the intersection 24, which is in the opposite direction to the vector of 21, is identified as the damaged point.

[0075] When 24 is identified as the damaged part, the rotation angle required to move this part directly above or below the rotation axis is known. Also, if the tank is not full, the position where it becomes higher or lower than the fluid interface is found from the amount of fluid loaded, and the tank is rotated by that rotation angle to stop the outflow of the fluid.

[0076] Figure 32 takes into consideration the inclination of the tanker when the tank is damaged, in addition to the method of identifying the damaged part in Figures 25 to 27. If 24 is the plumb line, 25 is the line perpendicular to the baseline of the tanker, both of which pass through the rotation axis of the tank, then 26 is the angle θ between these two lines, which is the inclination of the tanker. 28 is the acceleration component of the gravity acceleration acting on the tank resolved in the lateral direction of the tank, which can be seen from the figure to be the gravity acceleration multiplied by sinθ. 30 is the measurement of the lateral acceleration plus or minus the gravitational acceleration of 27 multiplied by sinθ. If the tanker is tilted towards the damaged part 24, the tank will accelerate against gravity due to the impact of the damaged part, so add the gravitational acceleration multiplied by sinθ. If the tanker is tilted to the opposite side, gravity will be added and the tank will accelerate, so subtract the gravitational acceleration multiplied by sinθ. 29 is the acceleration component of gravity acting on the tank resolved in the vertical direction of the tank, and from the figure we can see that it is the gravitational acceleration multiplied by cosθ. The vertical acceleration vector 31 takes into account the gravitational acceleration, but the gravitational acceleration is multiplied by cosθ. In other words, the product of the gravitational acceleration and cosθ is added to the measurement result of the detector. Then, the damaged portion is identified in the same manner as in FIGS.

[0077] Figure 33 shows an example of a case where the acceleration sensor cannot be placed at the center of gravity of the tank. Since it cannot be placed at the center of gravity, there is a possibility that the acceleration of the tank at the actual damaged part on the starboard side and port side will be reversed due to an eccentric collision. There is also a possibility that the acceleration will be reversed with respect to the vertical direction of the tank. Therefore, a detector for measuring acceleration is also installed at the point where the plane passing through the center of gravity of the tank and perpendicular to the axis of rotation overlaps with the outer shape of the tank. When an object hits the tank from the left, the area near the point of impact accelerates to the right, and the center of gravity also accelerates to the right. However, the center of impact does not move, and the area on the opposite side, farther from the point of impact, accelerates to the left. In the figure, sensors 16 and 17 are arranged on the front side of the tank, and although not shown, sensors 16 and 17 are also arranged on the opposite side, rear side. If the measurement results from the sensor on the bow side, i.e., the front of the tank, show acceleration to the right, and the measurement results from the sensor on the stern side, i.e., the rear of the tank, show acceleration to the left, then if the measurement results of the 15 detectors installed at the point that passes through the tank's center of gravity and overlaps with a plane perpendicular to the rotation axis and the tank's outer shape show acceleration to the right, the area of ​​damage will be identified based on the measurement results from the front, and if the acceleration is to the left, the area of ​​damage will be limited based on the measurement results from the rear. If the detectors 16 and 17 on both the front and back sides cannot be placed at the center of gravity of each side, as shown in Figure 34, that is, the acceleration vector is superimposed on a cross section cut by a plane perpendicular to the rotation axis of the tank so that the point of action of 20 is located at the installation points of 16 and 17. Then, the damaged area is identified using the same method as in Figures 29 to 31.

[0078] Figure 35 is a front cross-sectional view of the hull, where a detector capable of measuring acceleration is also installed. Since an eccentric collision in the case of the hull affects the entire tanker ship, it is considered that the direction of acceleration of detectors 16 and 17 installed on the hull of each section where the tanks are located corresponds to the direction of acceleration of the impact given to the tank, although this depends on the hull structure and size. If the resultant vector obtained from the measurements 16 and 17 on the inner shell is, for example, toward the right at the front and toward the left at the rear, and the measurement results on the outer shell are toward the left, it can be assumed that the collision on the right side caused an acceleration toward the left.

[0079] Figure 36 is a front cross-sectional view of a tanker equipped with a tension sensor as a detector to identify the location of damage. If acceleration can be measured, force can be measured, and vice versa, so tension sensors and strain sensors can also be used in place of acceleration sensors. In the case of strain sensors, the wires in 35 are not necessary. A force sensor, which can measure acceleration and moment, can also be used instead.

[0080] Figure 37 shows an example where an infrared sensor is installed in the tank, which is the inner shell. The rotation angle is calculated based on the location of the infrared sensor that reacts to the collision point. This can also be placed on the outer hull. If you specify whether the collision occurred on the right side, left side, or bottom of the ship, and roughly set the rotation angle to 0 degrees, 90 degrees, or 180 degrees, it is sufficient to limit the damage location to these. In addition to these, radar could be placed on or near the ship to pinpoint the area of ​​damage, and cameras with image recognition capabilities could be placed in positions that can identify any damage to the tank. If possible, it would be desirable to share information from these detection mechanisms with mechanisms outside the ship, such as ports or other ships.

[0081] Figure 38 shows an example of mirrors 38 placed on both sides of the tank and in a position where the state below can be seen. By placing them so that they can be visually confirmed from a position where people are present, such as the bridge of a ship, 37, they can be used in case the detector does not function or to check whether it is working properly. If damage is found on the starboard mirror, it means that the damage is on the starboard side of the ship, and the same applies to the port side.If no damage is found on either side but heavy oil or other fluids are spilled on the bottom of the ship, it can be determined that the ship has run aground. If the gas is colorless and transparent and the hole cannot be seen with the naked eye, the only way to determine the condition is to use a detector that can measure the pressure inside the tank. The top of the tank may be directly visible, depending on the vessel's structure. In addition, a drone equipped with a camera could be used as a way to identify areas of damage caused by human work.

[0082] Figures 39 to 121 show an embodiment of a prime mover for rotating the tank. In addition to conventional prime movers, weights, floats, springs, and differences in the specific gravity of the loaded fluids can also be used. A prime mover converts natural energy into mechanical work, and most of them can rotate continuously for two or more revolutions, but in this embodiment, it is sufficient to rotate the tank half a turn, that is, 180 degrees, so in addition to conventional fluid machines, heat engines, and electric motors, the prime mover in this embodiment can be a weight or the weight of a structure moving vertically from above to below, a float moving vertically from below to above, or the buoyancy acting on a ship's hull. In addition, the force of a spring or magnetic force can also be used. When there are two or more types of cargo, the difference in their specific gravity also has a gravitational or buoyant force, which can also be converted into a couple or rotational motion that rotates the tank.

[0083] Figure 39 shows a tank having a mechanical shaft with right-handed and left-handed wires attached to the shaft, which are connected to a weight. This means that if you remove the right-handed wire, the tank will rotate to the left, and if you remove the left-handed wire, it will rotate to the right. The length of these two wires is set so that the tank can rotate 180 degrees. This allows the tank to rotate under the gravity of the weight, but also prevents the tank from rotating more than 180 degrees under the gravity of the weight. In this case, the wire serves as both a transmission mechanism for rotating the tank using the gravity of the weight, and a braking mechanism for stopping the rotation of the tank. For safety reasons, a linear guide may be attached to the weight.

[0084] Figure 40 is a front cross-sectional view of a tanker ship with the left wire of 38 removed and the tank rotated 180 degrees clockwise. In this way, a hole directly below the tank can be placed directly above, or vice versa, a hole directly above the tank can be placed directly below. By stopping the 180-degree rotation of the tank midway using a braking mechanism, it is possible to accommodate a variety of rotation angles and hole positions. For example, if it is stopped at 90 degrees, it can respond when a collision with the side of the ship causes a hole to appear right next to the tank.

[0085] Figure 41 is a front cross-sectional view of a tanker ship with a weight on the top of the tank. The weight on the top falls to the bottom, causing the tank to rotate 180 degrees. If the line of action of the weight's gravity deviates even slightly from the vertical line passing through the tank's axis of rotation when the braking device is released, a couple is generated and the tank begins to rotate.

[0086] Figure 42 is a front cross-section of a tanker ship with the weight at the top of the tank falling to the bottom. The gravity of the weight stops the rotation at 180 degrees. Furthermore, the top weight can be attached to the outside of the tank later, making it possible to transport the tank by transferring it onto a tanker ship. Also, when transporting sand and crude oil, the sand can be loaded on top of the tank instead of a weight, allowing the tank to rotate using the gravity of the sand. However, when a weight or something that acts as a weight is provided at the top like these, a separate mechanism is required to determine whether the rotation is to the right or left.

[0087] Figure 43 is a front cross-sectional view of a tanker ship equipped with a weight on the top of the tank, and further equipped with a space a within the weight for loading sand, etc., and a spatula b for stirring the fluid. By providing 44 spaces, it is possible to transport, for example, sand and crude oil at the same time, and the sand can also be used as a weight to rotate the tank. The 45 spatula can be used to stir up fluids when in port. For example, in organic hydride technology, when liquid hydrogen is catalytically reacted with toluene in a tank of a tanker ship, the tank is rotated to speed up the process. The spatula is used for stirring. In addition, since the spatula has weight, it is also used as a weight to rotate the tank. The method for rotating the tank is as shown in Figure 42 or Figure 43, where the weight on the top of the tank is rotated 180 degrees by gravity, and the wire of the port's winch is connected to the machine shaft and the tank, and the tank is rotated again while lifting the weight to the top, and then the tank is rotated half a turn while dropping the weight again in the same or opposite direction. Then the weight is lifted to the top again by the force of the winch. This process is repeated.

[0088] Figure 44 is a front cross-sectional view of a tanker ship with a weight to determine whether to turn right or left, mounted on a triangular rail located at the center of the left and right sides of the tank and higher than the axis of rotation. In this case, the apex of the triangle may be located either upward or downward. The triangular rails are symmetrical, and the weights on both sides are equal in weight and placed at the same height.

[0089] Figure 45 shows the weight on the left side being dropped to rotate the tank to the right. Because the figure shows an inverted triangle, the weight that is dropped approaches the center of the tank's left and right sides, and therefore the weight balance is biased to the right, so if the braking device is released, the tank will start rotating to the right. In the case of a triangle with the apex at the top, the two weights are first at the top and in the center of the left and right sides, and then the weight on the right side is dropped, causing the tank to rotate to the right. Note that a stopper is provided at the end of the rail so that the weight stops on the rail even when it is dropped.

[0090] Figure 46 is a front cross-sectional view of a tanker ship with the tank rotated 180 degrees, and the inverted triangular rail and weight are directly under the axis of rotation. The two weights 47 are again at the same height due to gravity, and the left and right weight balance is restored, making the 180 degree rotation possible. At this point, if the rail is a triangle with its apex at the top, the two weights will return to the center between the left and right.

[0091] If the inverted triangular rail itself can swing left and right around its apex on the center line of the tank, the distance between the weight and the center line of the tank will be longer, so the rotational force will increase for the same weight. Even when it is directly under the axis of rotation, the weight and rail will swing due to their own weight, so the left and right weight balance will return to the center as in Figure 46, and 180 degree rotation will be possible.

[0092] Figure 47 is a front cross-sectional view of a tanker ship in which the weight on the left side of a movable inverted triangular rail is dropped, causing the tank to start rotating to the right. By tilting the entire triangular rail to the right, the weight balance shifts more to the right, so the rotational force increases for the same weight. The same is true for rails with the apex of the triangle pointing upwards.

[0093] Figure 48 is a front cross-sectional view of a tanker ship with the tank rotated 180 degrees and the movable inverted triangular rail and weight are directly under the rotation axis. The two weights and the movable inverted triangular rail of 47 are again at the same height due to gravity, and the left and right weight balance returns to the center, making it possible to rotate 180 degrees.

[0094] The triangular rail and the weights attached to it can be used to determine the direction of rotation of the tank, but it is also possible to rotate the tank 180 degrees. The rotational force can be increased by adding a weight to the left and right weights of 47 that is sufficient to rotate the tank 180 degrees, or by adding a weight to the center of the triangular rail, as in 50 in Figure 49, in a position that does not upset the balance between the left and right. This makes it possible to omit the need to attach weights to the top of the tank. In addition, the triangular rails and weights can be attached externally to the tank, making it possible to accommodate transport that includes tank transfers. If transport including transfers is possible, transport can be linked from sea routes to land routes and vice versa. It is also possible to create transport routes that do not avoid land and do not require large detours. In such cases, external weights are thought to be suitable.

[0095] Figure 50 is a front cross-sectional view of a tanker ship equipped with a weight suspended from two wires at the center of the left and right sides of the tank and at a position higher than the rotation axis. This weight determines whether the tank should rotate to the right or left. When the brake device is disengaged, if the left wire of 52 is removed, the tank will start rotating to the right, and if the right wire is removed, the tank will start rotating to the left. In addition, this method of hanging a weight using two wires, like the one using the triangular rails, seems to be suitable for external attachment to a tank.

[0096] Figure 51 shows the state in which the left wire of 52 has been removed, the braking device has been disengaged, the weight balance of the tank has shifted to the right, and the tank has begun to rotate to the right.

[0097] FIG. 52 is a front cross-sectional view of a tanker ship having a tank with a weight suspended on a wire, rotated 180 degrees. A separate weight is required to rotate it 180 degrees, but if this weight and the 51 weights hanging from the wire can be attached externally, it can also be used for transportation that involves transferring tanks. To eliminate the weight required to rotate the tank 180 degrees, instead of removing one of the wires, loosen the wire and rotate the tank, then either loosen the other wire once the rotation is complete, or retighten the wire that was loosened earlier. This will return the left and right balance to the center, completing the 180-degree rotation of the tank.

[0098] FIG. 53 is a front cross-sectional view of a tanker ship having a tank with the weight balance shifted to the right due to the left wire of 52 being loose. The braking system is released and the tank begins to rotate to the right.

[0099] Figure 54 shows the weight 51 positioned directly below the tank. Because the lengths of the wires 52 are different on the left and right, the tank has rotated more than 180 degrees.

[0100] Figure 55 shows how the weight is positioned vertically directly below the tank by loosening the other wire and making the lengths of the left and right wires of 52 the same, and the tank rotation angle is also 180 degrees. It is preferable to set the weight at a length that does not drag the bottom of the ship. This eliminates the need for a separate weight to rotate the tank 180 degrees. In addition, in the same figure, it is possible to adjust the left and right lengths by pulling back the wire that was previously loosened, but this would require a separate mechanism to pull back the wire, and it is thought that the mechanism can be simplified by loosening the other one. To loosen the wire, a removable pin can be provided on the tank, the wire can be wrapped around it, and the pin can be removed when loosening. Alternatively, if a chain is used instead of a wire, a pin can be inserted through a gap in the chain and removed. Since only the pin and a mechanism to remove it are required, it is thought that loosening can be simplified.

[0101] FIG. 56 is a front cross-sectional view of a tanker having a tank that rotates clockwise or counterclockwise using water weights or water bags. 53 is a basket arranged symmetrically on the left and right, and contains water bags of equal weight 54. 55 is an external weight for rotating the tank 180 degrees. This may be provided inside the tank. Also, this weight 54 may be a water bag, but in that case it is preferable to divide it into several sections inside the water bag so that the weight is not lost even if it is torn when it comes into contact with a protrusion or the like when the ship runs aground when rotated 180 degrees at the bottom.

[0102] Figure 57 shows the left water bag of 53 being broken, spilling water, and tilting the weight balance of the tank to the right. If the brake is released, the tank will start rotating to the right.

[0103] Figure 58 is a front cross-sectional view of the tank and tanker ship, in which the right water bag 49 falls even during clockwise rotation. As both water bags fall from the cage 53, the weight balance between the left and right sides is restored, and the weight of 55 allows the ship to rotate up to 180 degrees. Furthermore, if the rotation is between 0 and 180 degrees, there is no need to balance the weight between the left and right, so it can be used even if the rotation is at an angle where the water bag will not fall.

[0104] Figure 59 is a front cross-sectional view of a tanker ship with a tank equipped with water bags rotated 180 degrees. As the left and right water bags fall, the weight balance between the left and right sides is restored, and the gravity of the weight 55 allows the tank to rotate 180 degrees.

[0105] Figure 60 is a cross-sectional view of a pillar supporting the bridge, which is a hydraulic device consisting of a piston and a cylinder. When the tank is rotated, the weight of the bridge activates the hydraulic system. This may include not only the bridge, but also the weight of tanks other than the damaged tank and other structures on board the tanker. In addition, the present invention can be used as a substitute for other fluid machines such as hydraulic machines and pneumatic machines, in addition to hydraulic machines.

[0106] Figure 61 is a front cross-sectional view showing an embodiment of a mechanism for rotating a damaged tank by receiving hydraulic force that is activated by the weight of structures such as a bridge or tank. The mechanism can be placed either on the front or back of the tank, as long as there is a mechanical shaft. It can also be installed so that it can be connected to the mechanical shaft from various angles, such as above or to the side, in addition to directly below the mechanical shaft. 59 is a rotating shaft with gears, and 60 is a piston of a hydraulic device that is integrated with a rack gear and transmits force to the gear of 59 to rotate the tank. Normally, the pistons integrated with the 60 rack gear have a force that rotates the tank to the left, and a force that rotates the tank to the right, so they also act as stoppers by canceling each other out.

[0107] Figure 62 is a front cross-sectional view of the mechanism that rotates the tank by receiving hydraulic force when rotating the tank to the right. Of the rack gears integrated with the piston 60, the one on the right side is rotated to disengage the teeth of the rack gear from the gear of the rotating shaft 59. When the rack gears integrated with both 60 pistons rise under the force of hydraulic pressure, the tank rotates to the right because only the teeth of the left rack gear are engaged with gear 59. To rotate the tank to the left, disengage the left 60 rack gear from the gear of the rotating shaft and keep the right 60 rack gear engaged with the gear of the rotating shaft. This mechanism can also be used as a substitute for other fluid machines such as hydraulic machines and pneumatic machines, in addition to hydraulic machines.

[0108] Figure 63 shows an example of a mechanism for rotating a rack gear integrated with a piston 60, in which the rotational force of a motor 62 is transmitted to the rack gear integrated with the piston via gears 63 and 64 to change its direction. The motor may be an electric motor or a hydraulic motor.

[0109] Figure 64 is a side cross-sectional view showing an embodiment of a mechanism that is activated by the weight of a structure such as a bridge or tank, and uses a wire and pulley to rotate a damaged tank. 65 is a pulley, and the bridge at 39 descends along the rail at 66. The bridge descends to pull the wire at 42, causing the tank at 2 to rotate. Furthermore, under normal circumstances, wire 42 is also attached to the pulley as a braking device, and when the tank is to be rotated, joint 69 on this wire is released to lower bridge 39. Also, a winch may be used, as in existing elevators.

[0110] Figure 65 is a rear view of the tank, showing the mechanism that rotates the tank clockwise or counterclockwise when subjected to the force of the wire, and shows a tank having 40 mechanical axes. In addition, the mechanism may be located on the front of the tank if there is a mechanical axis. The wires wound around the shaft, clockwise and counterclockwise, are connected to wires connected to structures such as bridges, and can be cut and detached using 69 joints. When rotating the tank to the right, remove the joint of the left-handed wire of 69, and when rotating it to the left, remove the joint of the right-handed wire. Under normal circumstances, the forces of the right-handed and left-handed wires cancel each other out, and so they also act as stoppers, and since the length of the wire remains fixed even after the tank rotates, they also act as stoppers for the tank's braking device, but for safety reasons, the example given here has a pulley that also has a stopper. Also, if a mechanical shaft is not provided, the wire may be wound around tank 2 in either the right or left direction.

[0111] Figure 66 is a front cross-sectional view of a tanker ship, showing a mechanism for rotating a tank clockwise or counterclockwise using magnetic force. The tank has a mechanical shaft, and the rotating shaft is equipped with right-handed and left-handed wires, which are connected to magnet 70. Note that the two magnets 70 are arranged so that an attractive force acts on them, but they may also be arranged so that a repulsive force is utilized. For example, on the same rail 66, another magnet 70 may be placed on top of magnet 70 suspended from the two wires 42, in a direction that creates a repulsive force. This means that if you remove the right-handed wire, the tank will rotate left, and if you remove the left-handed wire, it will rotate right. You can use a 69 joint to remove this wire. The length of these two wires is set so that the tank can rotate 180 degrees. This allows the tank to rotate by the magnetic force of the magnet, but prevents the tank from rotating more than 180 degrees. In this case too, the wire serves as both a transmission mechanism for rotating the tank using the magnetic force of the magnet, and a braking mechanism for stopping the rotation of the tank.

[0112] Figure 67 is a side cross-sectional view of a tanker ship with magnets suspended from the rotating shaft of the tank. Reference numeral 71 denotes a base for fixing one of the magnets 70, and reference numeral 72 denotes a bearing for supporting and rotating the tank on a rotating shaft.

[0113] Figure 68 shows a tank having a rotating shaft as a component, with right-handed and left-handed wires attached to the rotating shaft, and these wires connected to a spring 73. Note that the spring 73 is in a state where it is longer than its natural length and has a force tending to contract. This means that if you remove the right-handed wire, the tank will rotate to the left, and if you remove the left-handed wire, it will rotate to the right. In addition, when utilizing the force of a compressed spring stretching and returning to its natural length, the spring 73 is placed in a compressed state above the wire 42. The length of these two wires is set so that the tank can rotate 180 degrees. This allows the tank to rotate by spring force, but prevents the tank from rotating more than 180 degrees. In this case too, the wire serves as both a transmission mechanism for rotating the tank using the force of the spring, and a braking mechanism for stopping the rotation of the tank.

[0114] Due to issues of placement and space, there is no problem with arranging the spring force or magnetic force in a direction other than vertically downward; however, a vertically downward arrangement is thought to be more efficient as it also utilizes the weight of the spring or magnet.

[0115] Figure 69 is a side cross-sectional view of a tanker ship equipped with springs on the rotating shaft of the tank. 71 is a base, which fixes one end of the spring 73. 72 is a bearing that supports and rotates the tank and the rotating shaft.

[0116] FIG. 70 is a front sectional view of a tanker ship showing an embodiment of a rotating tank, the tank having intersecting axes on which a weight can move. Take the example of 74 where the axes are perpendicular to the axis of rotation, but if the left and right weight balance can be adjusted, they do not have to be perpendicular, and they do not have to intersect at the axis of rotation. The axes may also be staggered and not intersect. In the case of alternating, the number of weights moving on the axis 74 may be two.

[0117] In Figure 71, the weight on the right side of the weight 75 is moved further to the right. This changes the weight balance and starts the tank rotating to the right. The mechanism for moving the weight may use a motor to drive a belt or wheels, or may utilize the repulsive or attractive forces of magnets.

[0118] Figure 72 shows the weight moving to the right and reaching its lowest point while the tank rotates 90 degrees to the right. This is primarily used in cases where a collision with the side of a ship causes a hole to form next to a tank full of fluid. Furthermore, by raising the weight located under 75 to the center and returning it to the state shown in Figure 70, and in this state, moving the weight located on the right side to the right as shown in Figure 71, and repeating the operation to return to the state shown in Figure 72 again, a total of 180 degree rotation will have been performed. This is mainly used to deal with cases where the tank is loaded to capacity due to running aground, a hole has appeared in the bottom of the tank, and the specific gravity of the fluid in the tank is greater than that of the air.

[0119] Figure 73 is a cross-sectional view of a tank and a tanker ship with a float at the bottom. The specific gravity of the fluid in the tank 77 is greater than the specific gravity of the fluid inside the float 76. The buoyancy of the float 76 has a force that moves vertically upward, but under normal circumstances the float remains at its lowest point due to a braking device such as a stopper. In order to prevent the float from losing its buoyancy or losing its function as a bottom lid even if it is broken, it is preferable to provide partitions that divide the interior into multiple spaces vertically, horizontally, or diagonally.

[0120] Figure 74 is a front cross-sectional view of the tank when a braking device such as a stopper has been removed and the float of the tank located at the bottom is rotating the tank by buoyancy and it is now located at the top. As the float moves from the bottom to the top, it rotates the tank 180 degrees, just like the gravity of the weight. This can be achieved by using a weight, float, spring, magnet, or prime mover to determine whether the rotation is to the right or left.

[0121] Figure 75 is a cross-sectional view of a tank and tanker ship with a float at the bottom when the tanker ship runs aground and the tank cannot be rotated. Assume that 78 obstacles get in the way and the tank cannot be rotated.

[0122] Figure 76 is a cross-sectional view of a tank and tanker ship with a float at the bottom, filled with seawater up to near the waterline. Even if the tank cannot rotate due to the obstacle 78, if the top of the float is not torn, this will act as a partition and the fluid in the tank will not leak out. And the inflow of seawater through the hole in No. 7's hull stops at a height close to the waterline. In this way, since the float also serves as a partition, it is thought that it will be even easier to prevent fluid from leaking out if the inside of the float bag is also divided into multiple spaces.

[0123] Figure 77 is a front cross-sectional view of a tank and tanker ship with a float arranged as an intermediate deck at a height where the pressure of the fluid below the tank is lower than the water pressure around the tanker ship. 79 is a float arranged as an intermediate deck, which divides the 4 fluids into upper and lower spaces within the tank. The fluid pressure in the space below is less than the water pressure surrounding the tanker vessel.

[0124] Figure 78 is a front cross-sectional view of a tank and tanker ship with a float arranged as an intermediate deck at a height where the pressure of the fluid below the tank, rotated 180 degrees, is lower than the water pressure around the tanker ship. When the braking device is released, the tank can be rotated 180 degrees when the line of action of the float's buoyancy deviates from the vertical line passing through the tank's axis of rotation. Considering the ship's inclination and swaying, in most cases, if the braking device were simply released, the ship would begin to rotate clockwise or counterclockwise, and the tank would rotate 180 degrees. If this rotational movement is limited to a rotation angle of, for example, 90 degrees using a braking mechanism, it can be used to deal with situations such as a collision with the side of the ship causing a hole to form directly next to the tank. Other angles can also be adjusted using the braking mechanism in a similar manner.

[0125] Figure 79 is a front cross-sectional view of a tank and tanker ship with a float positioned as an intermediate deck at a height such that when the tank runs aground and cannot rotate, the pressure of the fluid below the tank is lower than the water pressure around the tanker ship. The obstacle at 78 is stuck, preventing the tank from rotating, but the pressure of the fluid below the float serving as the intermediate deck at 79 is lower than the water pressure around the tanker, so the pressure of the seawater flowing in through the hole in the outer hull at 7 is higher than the pressure of the fluid flowing out through the hole in the inner hull at 8. Therefore, except for a mixture of fluid and seawater, it is basically possible to prevent the fluid in the tank from leaking out of the ship.

[0126] FIG. 80 is a front sectional view of a tank and tanker ship with a float as an intermediate deck, filled with seawater up to the waterline level. Even if the tank cannot be rotated due to the obstacle 74, the fluid pressure in the lower part of the tank separated by the float 75 is lower than the water pressure around the tanker ship, so the loaded fluid will not leak out.

[0127] FIG. 81 is a front cross-sectional view of a tank and tanker ship equipped with a float to determine whether to turn right or left. 80 is the weight that determines whether the boat will rotate to the right or left. To rotate to the right, the right float is burst or separated from the fixed object, and to rotate to the left, the left float is burst or separated from the fixed object. This disrupts the balance of buoyancy on the left and right sides, and determines whether the boat will rotate to the right or left, and starts one of them.

[0128] Figure 82 is a front cross-sectional view of a tanker ship with the right float, one of the floats that determines the direction of rotation, removed. The buoyancy force transmitted to the tank is greater on the left half, and when the braking device is released, the tank begins to rotate to the right.

[0129] FIG. 83 is a front cross-sectional view of a tank rotated approximately 180 degrees with a float determining whether to turn right or left. With the braking device removed and the balance of buoyancy on the left and right sides disrupted, the tank rotates until the float at the bottom of tank 76 reaches the top. At this point, the tank will basically rotate 180 degrees, although this depends on the position of the float, which determines whether it will rotate to the right or left.

[0130] Figure 84 is a cross-sectional side view of a tanker ship with part of the hull integrated with the piston and cylinder. This is a mechanism that uses part of the buoyancy that a tanker ship receives from the surrounding seawater to rotate the tank. Also, the piston 60 is integrated with the rack gear mentioned above. The piston 60 in the cylinder integrated with the outer shell 81 also receives part of the buoyancy force that the tanker hull receives, and uses this force to rotate the tank 2. After that, the rack gear integrated with the piston 60 rotates the tank as described in Figures 61 to 63.

[0131] FIG. 85 is a side cross-sectional view of the piston 60 after actuation using the mechanism described in FIGS. Seawater enters the cylinder of the 81, pushing up a piston with a rack gear, which causes the tank to rotate clockwise or counterclockwise. Under normal circumstances, it is recommended that the areas where the piston of 60 comes into contact with seawater or fresh water be coated or covered with a film to prevent water leakage. Also, make sure that the film is strong enough to break when the piston of 60 operates.

[0132] Fig. 86 is a side sectional view of a tanker ship, with part of the hull integral with a piston or cylinder which operates a pulley. As in Figures 84 and 85, this mechanism is used by tankers to rotate tanks by using part of the buoyancy of the surrounding fresh and seawater, and the force transmission mechanism is a pulley and wire. Therefore, the piston of 82 is connected to a wire instead of a rack gear. The mechanism of this operation is the same as that described in Figures 64 and 65, but in the embodiment of Figure 86, the piston is pushed up by the pressure of seawater or fresh water from the bottom of the ship, so the arrangement of the pulley and wire is upside down.

[0133] FIG. 87 is a side cross-sectional view of the mechanism described in FIGS. 64 and 65 after the piston 51 has been actuated. Seawater enters the cylinder of 81, pushing up a piston and pulling up a wire connected to the piston. This causes the tank to rotate clockwise or counterclockwise.

[0134] Figure 88 is a cross-sectional view of a tanker ship in which the part of the hull that operates the hydraulic system is integrated with the pistons and cylinders. The piston 84 is contained within both the cylinder 81, which generates buoyancy, and the cylinder 73, which acts as a hydraulic device, and converts the force obtained from buoyancy into hydraulic force. Because it converts buoyancy into hydraulic pressure, it can be installed away from the tank, reducing the chance of both the tank and the hydraulic system failing at the same time. In addition to hydraulics, this can also be used for other fluid machinery such as water pressure and pneumatics.

[0135] FIG. 89 is a side cross-sectional view of a tanker ship after the buoyancy force experienced in the cylinder of 81 has been used to operate a hydraulic system including a cylinder of 83. Seawater enters cylinder 81, and the water pressure pushes up piston 84, activating the hydraulic system including cylinder 83. This hydraulic force is transmitted to the tank using the mechanism described in Figures 61 to 63, causing the tank to rotate.

[0136] FIG. 90 is a cross-sectional front view of a tanker ship with sand loaded on top. 85 is sand and 86 is crude oil. Since sand has a higher specific gravity than crude oil, if the brake is released and the weight balance is shifted to either the left or right, the tank will rotate so that the sand is at the bottom.

[0137] As shown in Figures 85 to 89, the pistons and cylinders that are integrated with the outer hull by wires or hydraulics and utilize the buoyancy of the hull can be spaced apart from the tank. This prevents the pistons, cylinders, and tanks from being destroyed at the same time when the ship runs aground.

[0138] Figure 91 is a cross-sectional view of the tank rotated 180 degrees with sand loaded on top of the tank. The sand is located at the bottom. When transporting sand and crude oil on a tanker ship like this, the sand, which has a higher specific gravity, is loaded on top, so it can be used as a weight to rotate the tank 180 degrees.

[0139] Figure 92 is a front cross-sectional view of a tank and tanker ship with sand loaded on top of the tank and a float on the bottom. The tank rotates due to both the gravity of the sand and the buoyancy of the float. If these weights and buoyancy are on the same line of action, they will cancel each other out and no rotation will occur. However, if they deviate from the same line of action due to weights, springs, magnetic forces, motor forces that determine whether the rotation is clockwise or counterclockwise, or the inclination of the tanker, a couple of forces will occur and, if the braking device is released, the tank will rotate. Also, a smaller float and weight are required than if a single float or weight were used to generate rotational force. In addition, since there is a float at the bottom, if the tank runs aground and cannot be rotated, the float acts as a partition to prevent fluid from leaking out.

[0140] Figure 93 is a front cross-sectional view of a tank and tanker with sand loaded on the top of the tank rotated 180 degrees and a float at the bottom. The sand, which has a high specific gravity, is at the bottom, the float, which has a low specific gravity, is at the top, and the crude oil, which has a specific gravity between the two, is located in the middle.

[0141] Figure 94 is a cross-sectional view of a tank and tanker ship with sand loaded on top of the tank and a float as an intermediate deck at a height where the pressure of the fluid loaded in the space below the tank is lower than the water pressure around the tanker ship. When the gravity of the sand at 85 and the buoyancy of the float at 75 move off the same line of action, a rotational force is created, and if the braking device is released, the tank will rotate.

[0142] Figure 95 is a front cross-sectional view of a tank and tanker ship rotated 180 degrees, with sand loaded on top of the tank and a float as an intermediate deck at a height where the pressure of the fluid loaded in the space below the tank is lower than the water pressure around the tanker ship. The sand, which has a high specific gravity, is at the bottom, the float, which has a low specific gravity, is on top, and the crude oil in the middle is separated into two layers by the float. Furthermore, if the tank cannot be rotated due to an obstacle getting stuck on it, such as when it is stranded, the leakage of fluid can be prevented as described in Figures 79 and 80.

[0143] Figure 96 is a front cross-sectional view of a tank and tanker ship carrying a fluid with a high specific gravity in the upper part and a fluid with a low specific gravity in the lower part. If 85 is sand loaded at the top, 77 is crude oil loaded in the middle, and 87 is natural gas loaded at the bottom, the specific gravity decreases from top to bottom. If the braking device comes loose or the ship tilts, causing the lines of action of the gravity of the sand (85) and the buoyancy of the natural gas (87) to deviate from the same action, the tank will rotate 180 degrees. In Figures 90 to 95, the float may be replaced with the loaded fluid, such as natural gas.

[0144] Figure 97 is a front cross-sectional view of a tank and tanker ship, rotated 180 degrees, loaded with fluids having a higher specific gravity at the top and a lower specific gravity at the bottom. Natural gas is located at the top and sand at the bottom. The tank rotates so that the bottom half of the tank is heavier than the top half. In order to use the load as a prime mover to rotate the tank 180 degrees, the weight of the upper half of the tank is made heavier than the weight of the lower half. A mechanism for determining whether to rotate to the right or left is provided separately.

[0145] Figure 98 is a front cross-sectional view of a tank or tanker ship loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and intermediate or equal specific gravity on the left and right. Here, we will use an example of sand (85) at the top, crude oil (86) on both sides of the mid-level, and natural gas (87) at the bottom. The two partitions of 88 intersect, and the line where they intersect overlaps with the axis of rotation, and the space created by this is symmetrical with respect to a line perpendicular to the baseline of the tank. Also, assume that the weight of the tank is heavier in the upper half and is loaded so that the left and right sides are the same weight.

[0146] Figure 99 is a front cross-sectional view of a tank or tanker ship with a hole on the left side due to a collision, which is loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and intermediate or equal specific gravity on the left and right sides, and which is loaded with sand on the top, crude oil on the left and right sides, and natural gas on the bottom. Seawater is flowing in through a hole in the outer hull of the side of the ship (5), and crude oil (86) is leaking downward through a hole in the inner hull (6). There are two compartments, one on the left and one on the right, for carrying crude oil, and the weight balance will be heavier on the right side due to this oil spill, so if you release the brakes, the tank will start rotating to the right. Then, when hole 6 is vertically upwards, the brakes will stop the tank from rotating. This will stop the oil from spilling out. When some of the fluid leaks out, it upsets the weight balance between the left and right sides and determines whether the rotation will be right or left.

[0147] Figure 100 is a cross-sectional view of a tank that has begun to rotate clockwise, with fluids of high specific gravity at the top, low specific gravity at the bottom, and fluids of intermediate or equal specific gravity on the left and right. If you start rotating to the right, the lines of action of the gravity of the sand and the buoyancy of the natural gas will be different, so a force will act to rotate 180 degrees. However, because some of the crude oil in the left section has leaked out and the weight balance has changed, it will not be a perfect 180, but it will be possible to rotate it approximately 180 degrees. And because there is a hole in the side of the ship, the tank, which attempts to rotate approximately 180 degrees, is stopped midway by a braking device, and the damaged hole is positioned directly above the axis of rotation.

[0148] Figure 101 is a front cross-sectional view of a tank or tanker ship, with a broken hole directly above the axis of rotation, and carrying fluids with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right. When hole 6 is directly above the axis of rotation, the hole is higher than the surface of the crude oil, stopping the oil from leaking.

[0149] Figure 102 is a front cross-sectional view of a tank and tanker ship that ran aground and has a hole directly below the tank, with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right. Furthermore, the specific gravity of the fluid loaded in the compartment below the tank 89 is greater than that of air and less than that of crude oil. Seawater flows in through the hole in the outer hull of the bottom of the vessel 7, and fluid 89 flows out through the hole in the inner hull of vessel 8. If the fluid used is not fluid 89 but a fluid with a lower specific gravity than air, it will not flow out even if the tank is not rotated.

[0150] Since the damage is directly below the tank, it doesn't matter whether it rotates to the right or left, but a mechanism such as weights, floats, magnets, and springs determines whether it will rotate to the right or left, shifting the line of action of the buoyancy of 89 and the gravity of the sand at 85, generating a couple of forces and causing the tank to rotate. Alternatively, a portion of the fluid with a lower specific gravity than seawater can be spilled from either the left or right tank compartment into the tanker, upsetting the balance of weight between the left and right sides and causing rotation. If the fluid has a lower specific gravity than seawater and the pressure is less than the water pressure around the tanker, it will not spill overboard in the event of a grounding.

[0151] Figure 103 is a front cross-sectional view of a tank or tanker ship beginning to rotate to the right, loaded with fluids of high specific gravity at the top, low specific gravity at the bottom, and fluids of intermediate or equal specific gravity on the left and right. The lines of action of the gravity of the sand at 85 and the buoyancy of 89 are shifted, creating a couple, allowing the tank to rotate 180 degrees.

[0152] Figure 104 is a front cross-sectional view of a tank and tanker ship rotated 180 degrees so that the tank hole is directly above the axis of rotation, and carrying fluids with a high specific gravity at the top, a low specific gravity at the bottom, and fluids with intermediate or equal specific gravity on the left and right. Now that hole 8 is directly above the axis of rotation, the outflow of fluid 89, which has a greater density than air, stops.

[0153] Figures 105-106 are front and side sectional views, respectively, of a tank and tanker ship in which the mechanical shafts and bearings are integral with or connected to a motor which rotates the tank. The motor is integrated with or connected to the mechanical shaft and bearings to simplify the mechanism. This is used for tanks with mechanical shafts. In addition to electric motors, hydraulic motors can also be used. The motor shaft and the tank mechanical shaft, and the motor housing and the tank bearing are integrated or connected.

[0154] Figures 107 and 108 are front and side cross-sectional views, respectively, of a tanker ship with linear motors installed in its tanks. It appears to be suitable for attaching an external rotation mechanism or retrofitting it to a replaceable tank that does not have a mechanical axis. Although the superconducting magnet 93 is attached to the tank side and the propulsion coil 94 is attached to the tanker side, the arrangement may be reversed. The diagram shows 94 propulsion coils arranged in a circle, allowing it to rotate 180 degrees left and right.

[0155] Figures 109 and 110 are front and side sectional views, respectively, of a tanker ship having a tank connected to a winch by a mechanical shaft. The winch 95 and the mechanical shaft 40 are connected in the manner described in Figure 65, so that they can rotate clockwise and counterclockwise.

[0156] 111-112 are front and side sectional views, respectively, of a tanker vessel having a winch connected to a wire for winding a tank. This mechanism appears to be suitable for replaceable tanks that do not have a mechanical axis. The wire 42 is wound clockwise and counterclockwise directly around the tank and is connected to the winch 95 using the mechanism described in Figure 65, allowing the tank to rotate clockwise and counterclockwise. The wire wound in the opposite direction to the rotation can be braked by the winch to stop it at the required rotation angle. For transferring tanks, it seems more suitable for the 96's winch support to be movable.

[0157] 113 and 114 are front and side sectional views, respectively, of a tanker vessel having a tank connected to a prime mover by a mechanical shaft. The prime mover (97) is a heat engine, electric motor, hydraulic motor, or other such heat engine, electric motor, or fluid machine. Its output is controlled by the gearbox (99) in terms of the magnitude of the torque and the direction of rotation, and transmitted via gears (98) to the geared rotating shaft (59), rotating the tank.

[0158] Figure 115 is a front cross-sectional view of the tank's mechanical shaft and the mechanism connected to the hydraulic system. The hydraulic system at 100 raises the oil pressure, and this oil pressure is used to rotate the tank clockwise or counterclockwise through the geared rotating shaft at 59, as shown in Figures 61 to 63. This may be hydraulic or pneumatic.

[0159] Figure 116 is a front cross-sectional view of a mechanism in which a cylinder filled with compressed air and a geared mechanical shaft are connected by a piston with a rack gear. 101 is the compressed air, and the cylinder containing it and the piston are the prime mover. The rack gear attached to the piston and the gear attached to the tank's mechanical shaft are the transmission mechanism. The piston 60 receives the pressure of the compressed air 101, and rotates the tank clockwise or counterclockwise through the geared rotating shaft 59, using the mechanism shown in Figures 61 to 63.

[0160] Figure 117 is a front sectional view of the tank's mechanical shaft and the mechanism connected to the hydraulic system using weights. The tank is rotated using the gravity of the weight and hydraulic pressure. The oil pressure is increased by a piston carrying a weight, 102, and the tank is rotated clockwise or counterclockwise through a geared rotating shaft, 59, using the mechanism shown in Figures 61 to 63. In this mechanism, water pressure or air pressure may be used instead of hydraulic pressure, and spring force may be used instead of weights.

[0161] Figure 118 shows a front cross-sectional view of a mechanism in which a cylinder containing gunpowder, a geared mechanical shaft, and a piston with a rack gear are connected. This mechanism is used when a large force is required to rotate the tank. 103 is gunpowder, and the blast of the gunpowder lifts the piston with rack gear 60, but a rotational force is also generated by the vanes 100. On the other hand, if the linear guide for preventing rotation 105 is removed and the piston is subjected to the blast, the piston with rack gear 60 will be in the state shown in Figure 62. To rotate the tank to the right, remove the right-side linear guide and explode the gunpowder. The left piston is lifted up by the blast, and the right piston is lifted up and rotates, coming off gear 59. Therefore, only the force of the left piston is transmitted to gear 59, causing the tank to rotate to the right. When rotating left, the opposite occurs. Under normal circumstances, the forces of the left and right pistons are balanced by the compressed air of 101, and the linear guide is not removed. This eliminates the need for the motor 62 and gear 63 in Figure 63, but the linear guide and blade 100 are required.

[0162] Figures 119 and 120 are front and side cross-sectional views, respectively, of a tanker ship with a weight suspended from the rotating shaft of the tank by a single wire. Since there is only one wire, the tank will start to rotate when the braking device is released. The joint for disconnecting the wire is no longer necessary, simplifying the mechanism. However, since the tank can only rotate in one direction, clockwise or counterclockwise, the length of the wire 42 must be long enough to rotate the tank about 360 degrees. In addition, 107 is a linear guide for the weight 41. In addition to ensuring safety in case the tank falls, it is also a good idea to prepare for the possibility of greater shaking due to there being only one wire under normal circumstances. Similarly, it may be provided in a position that maintains the weight balance between the left and right sides of the hull under normal conditions.

[0163] Also, in order to simplify the gearbox when using a prime mover, it may be possible to make the rotation direction of the tank one-way.

[0164] Figure 121 is a front cross-sectional view of a tanker ship with a weight connected to a wire and spring on the tank's rotation axis. It uses both the gravity of the weight and the force of the spring returning to its natural length from a stretched state, but this also serves the purpose of using the elasticity of the spring to cushion the impact when the weight is dropped. In addition, the linear guide of 107 can be used to ensure safety when the weight falls, and to maintain the weight position to maintain the weight balance of the hull under normal conditions.

[0165] Figures 39 to 121 show examples of prime movers for rotating a tank. In addition to conventional fluid machines, heat engines, and electric motors, we have also mentioned ones that utilize weights, floats, springs, and the difference in specific gravity of the loaded fluid, and have previously mentioned ones that are integrated with or connected to the transmission mechanism described below, such as a piston integrated with a rack gear, and wires attached to weights and springs. Therefore, the transmission mechanism described below will be described in more detail, with some overlapping with the explanation of the prime mover.

[0166] Figures 121 to 135 show an embodiment of a transmission mechanism for transmitting the power of the prime mover to the tank and rotating the tank.

[0167] Figure 122 is a cross-sectional view showing an example of a joint part of a wire that transmits the force of the gravity of a weight, a spring, a winch, etc. to the tank. By removing this, you can select whether to rotate the tank to the right or left. A large and a small container are attached to the ends of two wires, and the wires are joined by encasing the smaller container inside the larger container. 111 is a high-pressure fluid in the larger container, which has the power to crush the smaller container 109, but under normal circumstances, the smaller container also contains high-pressure fluid 112, which is able to withstand the pressure of fluid 111 and connect the two wires together without collapsing. Reference numeral 110 denotes a valve for the smaller container, which, when opened, allows the fluid contained in the smaller container, reference numeral 112, to flow out. From a safety standpoint, it would be best to open and close valve 110 remotely via radio.

[0168] Figure 123 is a cross-sectional view showing the state in which the high-pressure fluid 112 contained in the smaller container has been released, and the smaller container 109 has collapsed because it can no longer withstand the pressure of the high-pressure fluid 111 contained in the larger container. The collapse is completed in a very short time, reducing the volume of the smaller container by 109.

[0169] FIG. 124 is a cross-sectional view showing the state in which the smaller container of 109, which has been crushed and reduced in volume, has slipped through the hole in the larger container through which the smaller container passed, and the joint has been separated. The wire 42 is under tension due to the gravity of the weight and the force of the spring, so if the volume of the smaller container 109 becomes smaller and its width becomes smaller than the hole in the larger container, the tension in the wire will pull out the smaller container. This will separate the wire joint.

[0170] In this way, by crushing the container and separating the wire joints, the separation work can be completed in a short amount of time without the use of explosives or the like. Normally, it is preferable to provide a coating or packing on the contact area between the larger container and the smaller container.

[0171] Figure 125 is a front view of a mechanism in which two rotatable rack gears are connected and a weight is placed on the connected part. In this state, the right rack gear has a force that rotates the rotating shaft with gear 59 to the right, and the left rack gear has a force that rotates it to the right, so these forces cancel each other out and the rotating shaft of 59 does not rotate.

[0172] Figure 126 shows the state in which the right-hand rack gear has been rotated and disengaged from the gear of 59, with only the left-hand rack gear engaged with the gear of the rotating shaft of 59. A force acts to rotate the geared shaft 59 counterclockwise.

[0173] FIG. 127 shows that while the geared rotating shaft 59 is rotated counterclockwise, the two connected rotatable rack gears 113 descend to the stopper 114 on the linear guide. In this way, the transmission mechanism can rotate clockwise or counterclockwise using the gravity of the 41 weights, but the force can also be transmitted using the force of a spring or magnet instead of a weight.

[0174] Figure 128 is a front view showing the mechanism in Figures 125 to 127 in which the weight has been replaced with a spring. A stand 71 is required to hold down the spring. In this figure, the arrangement utilizes the force of the compressed spring returning to its natural length. It is also possible to arrange it below the rod connecting the two rack gears 113 and utilize the force of the stretched spring trying to contract. In this case, if the end of the spring is connected to the stopper 114, it is thought that the elasticity of the spring can be used to mitigate the impact when the connected rack gears 113 and the stopper 114 collide.

[0175] Fig. 129 is a front view showing the mechanism of Fig. 125 to Fig. 127 in which the weight is replaced with a magnet. This is an arrangement or mechanism that utilizes the repulsive force of the magnet 70. The rack gear 113 may be disposed below the rod connecting the two rack gears, thereby utilizing the force of attraction. In this case, a spring may be placed between the two magnets to reduce the impact when the rack gear 113 collides with the stopper 114.

[0176] FIG. 130 is a front view showing the mechanism of FIGS. 125 to 127 in which the weight is replaced with a spring and a magnet. The force of the spring trying to return to its natural length from the extended state pulls down the two connected rack gears 113, and the elasticity of the spring absorbs the impact of the collision with the stopper 114. The magnet 70 pushes down on the two connected rack gears 113 with repulsive force.

[0177] Figures 131 to 136 show a transmission mechanism that utilizes the power of a tanker ship.

[0178] FIG. 131 is a side view of the transmission mechanism with a clutch housing for the tank. Numerals 117 and 118 are clutch housings for forward and reverse drive, respectively, which are connected to the screw shaft, and 119 is a clutch housing for rotating the tank. This is the mechanism that rotates the tank shaft 115 and applies rotational force to the tank through hydraulics, a winch, rollers, etc.

[0179] Figure 132 is a side cross-sectional view of a tanker ship equipped with a mechanism for transmitting the rotational force of the shaft for the tanker ship 121 to the tanks using a common pulley between multiple tanks and the tanker ship's motor. 122 is a common pulley that has pulleys for the number of tanks and the number of winches 125, and is connected by a single shaft. The winch 125 is operated by the force of the shaft 121 that is rotated by the power of the tanker ship, and operates to rotate all the tanks connected to the common pulley 122 through the wire 42. By receiving the rotational force, the joint in the desired direction among the joints 69 in Figure 65 is released, and the tank is rotated. In addition, for tanks that do not need to be rotated, either remove both joints 69 or disengage the clutch of pulley 123. The same procedure is followed when the wire is wound around a tank that does not have a mechanical shaft, as in Figure 111.

[0180] Figures 133 and 134 are respectively a side sectional view and a front sectional view of the tanker ship which has a mechanism for transmitting the tanker ship's prime mover to the tanks by means of rollers. 126 is a gear box that selects to which roller the power of the tanker ship's prime mover obtained through the shaft for the tank of 120 is transmitted, thereby rotating the tank that the selected roller contacts.

[0181] FIG. 135 is a front sectional view of a hydraulic system operated by the power of a tanker ship's prime mover. 128 is a shaft that rotates by the power of the tanker ship's prime mover, and 129 is a gear attached to or integral with that shaft. This gear meshes with a rack gear integrated with piston 60, increasing the oil pressure in cylinder 61. In addition to hydraulics, it can be used as a fluid machine, such as for water pressure and pneumatic pressure.

[0182] Figure 136 shows an example of the arrangement of hydraulic pipes connecting the hydraulic device near the engine of a tanker ship to each tank. 130 is a hydraulic pipe, which is passed through the top to avoid damage in case of grounding or collision with the side of the ship. The hydraulic pressure transmitted through this pipe causes the tank to rotate, for example, as shown in Figures 61 to 63. In addition, not only hydraulic pressure but also water pressure, air pressure, etc. may be used.

[0183] Figures 137 to 166 show an embodiment of a rotation mechanism for rotating the tank when subjected to the force of a prime mover.

[0184] When a tank is subjected to the force of a prime mover, it will either undergo translational motion, rotational motion, or a combination of translational and rotational motion, except for destruction or deformation. If translational motion and a combination of translational and rotational motion are called movement, then the stopper that prevents the tank from moving when subjected to force and causes it to rotate is the rotation mechanism. The mechanical axis can be said to be one in which this stopper is located at the center of rotation.

[0185] Figure 137 is a front sectional view of a tanker ship in which a stopper and lubricating oil are used as the tank rotation mechanism. In the diagram, the tanks are placed directly on the bottom of the vessel, so the bottom of the vessel is not double-hulled. The rod 131 is a stopper that prevents the tank from moving, and 132 is a lubricant applied to the points where the tank comes into contact with things other than the tank, assisting the rotational movement. This creates a rotation mechanism that combines the function of preventing movement and the function of assisting rotation. Incidentally, bearings or rollers may be used instead of lubricating oil.

[0186] Figure 138 is a front sectional view of a tanker ship using wheel chocks as tank stoppers. Lubricating oil is applied to the areas that come into contact with the tank. Again, in this case, bearings and rollers may be used instead of lubricating oil.

[0187] Figure 139 is a front sectional view of a tanker ship using scaffolding as a tank stopper. Lubricating oil is applied to the area in contact with the tank. By rearranging the scaffolding, it can be adapted to fit tanks of various sizes and shapes. Again, in this case, bearings and rollers may be used instead of lubricating oil. In addition, if the tanker ship is equipped with a crane that can load tanks onto this scaffolding, the transmission mechanism can be a wire, the prime mover can be a crane, and the wire wound clockwise and counterclockwise around the tank can be pulled up by the crane to move the position of the hole caused by a collision or grounding.

[0188] FIG. 140 is a front cross-sectional view of a tank and a tanker ship using rollers as a rotation mechanism. The rollers can be used as both a rotating mechanism and a transmission mechanism. If the rollers are connected to a prime mover, they can be used as a transmission mechanism. The prime mover can be either the tanker's or a separate one just for rotating the tanks.

[0189] FIG. 141 is a side cross-sectional view of a tubular machine shaft and tank. The tubular rotating shaft 135 is a rotating mechanism for rotating the tank, and also serves as a tube for releasing fluid from inside the tank when the tank is loaded with a fluid having a specific gravity greater than that of air and cannot be rotated due to an obstacle such as a grounded ship.

[0190] By releasing the fluid, which has a higher specific gravity than air, from inside the tank, the pressure of the fluid inside the tank is made lower than the water pressure around the tanker ship, thereby preventing the fluid from leaking out of the tanker ship.

[0191] Figure 142 is a side cross-sectional view of a tubular machine shaft equipped with a valve that opens with negative pressure. 137 is a membrane that partitions the tank so that the fluid does not flow out. 136 is the valve cover, and 135 is both the mechanical shaft and the valve body. Furthermore, 138 is the upper part of the valve body and 139 is the lower part of the valve body, but the lower part of 139 is shorter and there is a gap between the cover of 136 and the body of 135.

[0192] FIG. 143 is a side cross-sectional view of the tank and the mechanical shaft when negative pressure is applied to the tubular space of the mechanical shaft. The cover 136 is pushed by atmospheric pressure and covers the body of the mechanical shaft / valve 135. The membrane 137 loses atmospheric pressure and is subjected only to the pressure of the fluid.

[0193] FIG. 144 is a cross-sectional side view of the tubular mechanical shaft immediately after the membrane at 137 has been ruptured. At atmospheric pressure, the pressure balance can no longer be maintained, and the membrane, unable to withstand the fluid pressure, breaks, causing the fluid to forcefully flow into the inside of the tube under negative pressure.

[0194] FIG. 145 is a side cross-sectional view of the tank and machine shaft showing the lid 136 being forced open and fluid being released from the machine shaft tube under negative pressure into the tank guide.

[0195] Figure 146 shows a substance with a higher density than air and lower density than seawater. Side cross-section of a tanker ship loaded with small fluids, stranded and unable to rotate its tanks, discharging 4 fluids from 135 tubular machine shafts. Ignoring the tilt of the tanker ship, the fluid in the tank will be released up to near the bottom of the machine shaft pipe. If that height is lower than the water pressure around the tanker ship, then essentially no fluid will flow out of the tanker ship.

[0196] Figure 147 is a cross-sectional side view of a tanker ship that has run aground and has been released from a tubular mechanical shaft, causing seawater to flow in up to the waterline. In this state, the level of the inflowing seawater stops, and the released fluid is in the layer above it, so it does not flow out of the tanker ship.

[0197] Figures 148 and 149 are front and side views, respectively, of a tank having bearings connected to a fixed shaft. 142 is a bearing that supports the mechanical shaft 40, which is connected to a fixed shaft 143 attached to the hull of the tanker ship. This allows the tank to be swung from side to side by removing the 144 stopper or by extending and retracting it left and right. It is used to avoid obstacles that prevent the tank from rotating, such as in the event of a collision or running aground. The stopper 144 may be operated by a fluid machine such as hydraulics, or may be replaced by a rack gear or a motor. A front view of a mechanism for operating a bearing connected to a fixed shaft with a rack gear is shown in Fig. 150. In this case, the gear 143 that meshes with the rack gear is attached to the bearing 142, not to the fixed shaft 143.

[0198] Figure 151 is a front cross-sectional view of a tank and tanker ship with a rotating bearing connected to a fixed shaft when it is swung to the right. The distance and position from the side and bottom of the ship can be changed. This allows an obstacle that prevents the tank from rotating to be removed from the hole in which the obstacle is stuck, and the tank can be rotated. When removing the obstacle, if the stopper between the tank and the bearing 142 is released, the tank will rotate and swung to the right so that the hole always faces the obstacle, making it easier to remove the obstacle. The same is true when the tank is swung to the left.

[0199] Figures 152 and 153 are front and side sectional views, respectively, of a tank and tanker vessel having bearings integral with the wheels. 148 is a wheel with a hollowed out centre which also serves as a bearing for the mechanical shaft of 40's tank. Since it can roll on the bottom of a tanker ship as a wheel, it is possible to rotate the tank while changing the distance and position between the tank and the side and bottom of the ship. This makes it possible to rotate the tank while removing obstacles that impede rotation from the holes in the tank. In this case, if the stopper between the bearing and the tank is removed, as with the bearing connected to the fixed shaft, the tank will rotate so that the holes in the tank remain facing the obstacle, which is thought to make it easier to remove the obstacle. Furthermore, when the 148's wheels roll, the height of the rotating axis from the bottom of the ship is constant, so if an obstacle gets stuck directly next to the tank, not only will the direction of the hole remain the same, but so will the height, making it easier to remove.

[0200] Figure 154 is a side sectional view of a tank and tanker ship with wheels and integral bearings, with an obstacle stuck in the tank at the side of the ship. 78 is the obstacle, and the hole in the tank at 6 is facing towards the obstacle. Also, Figure 155 is a front sectional view of the tank and tanker ship after the wheel 148 is rolled to remove the obstacle 78 from the hole 6. After this, the tank is rotated to make the hole 6 higher or lower than the interface, or vertically upward or downward, thereby stopping the outflow of the fluid. In addition, although it depends on the shape of the tank, for example, if the tank is cylindrical with the bottom facing the bow and stern, the lowest point of the tank will move as the bearing integrated with the wheel 148 rolls along the bottom of the ship, so even if an obstacle gets stuck in the bottom of the ship, the bearing integrated with the wheel 148 will roll to deal with the problem.

[0201] FIG. 156 is a front sectional view of a tank and tanker ship with weights to determine whether the tank, having bearings and mechanical axles integrated with the wheels, should roll to the right or to the left. The mechanism using weights to determine whether the tank should rotate to the right or left could also be used to determine whether the wheels integrated with the 148 axle should roll to the right or left. One example given is one that uses two wires to hang a weight at the center of the wheel and tanker ship, in a position that ensures balance on the left and right sides.

[0202] Figure 157 is a front cross-sectional view of a tanker ship in which the left wire of the two wires 52 is removed or loosened, causing the weight of 51 to swing to the right, shifting the wheels and tank to the right. At this time, the stopper 144 which connects the hull to the bearing integrated with the wheel 148 must also be removed, and it is preferable to remove the stopper 145 as well in order to smoothly remove the obstacle from the hole in the tank. To roll the tank to the left, remove the right side of the wire and repeat the process.

[0203] Furthermore, when the 148's wheels and integrated bearings are used, it can also be used in situations where it is necessary to roll a tank outside a tanker ship, such as when transferring tanks.

[0204] FIG. 158 is a front sectional view of a tank and tanker ship having an integral bearing with the cradle. 149 is a bearing integrated with a cradle, and its operation and effect inside a tanker are the same as those of 148, which is a bearing integrated with a wheel, but the tank cannot be rolled outside the ship. The shape is either part of a bearing integrated with a wheel or a flattened version of that, so it can be made small, similar to the case for tanks and tanker ships.

[0205] FIG. 159 is a front cross-sectional view of a tank and tanker ship having a bearing integral with the ladder top. 145 is a bearing integrated into the ladder top and supports the mechanical shaft of 40 tanks. 151 is a spring clamped between the legs of a stepladder and stretched beyond its natural length. 152 is a stopper that secures the ladder's support. In addition, casters, rollers, or lubricant may be applied to the area where the support pillars meet the bottom of the boat, allowing the support pillars to move smoothly when the stoppers are removed.

[0206] Figure 160 is a front sectional view of a tank and tanker ship having a bearing integrated with the ladder top with the stoppers on both the left and right ladder supports simultaneously removed. The force of the spring 151 trying to return to its natural length causes the distance between the two supports of the stepladder 150 to decrease, which in turn raises the position of the top plate which is integrated with the bearings, and also raises the position of the tank 2. This is done when there is an obstacle to rotation stuck in the bottom of the tank. Although not shown in the figure, if a tank stopper is provided on the top plate of the 150 bearing and this is removed, when lifting the tank and removing it from the obstacle, the hole will always face the obstacle, making it easy to pull out. This is also true when an obstacle is stuck in the side of the tank.

[0207] FIG. 161 is a front sectional view of a tank and tanker ship with the left ladder support stopper removed and with the bearing integrated into the ladder top. The force of the spring 151 trying to return to its natural length causes the distance between the two supports of the stepladder 145 to shrink, and as a result, the position of the top plate which is integrated with the bearings becomes higher, while the top plate and the bearings move toward the right side where the stopper has not been released. This is used to remove an obstacle that is stuck on the left side of the tank. If it is stuck on the right side, only the right stopper is removed.

[0208] Figures 162 and 163 are front and side sectional views, respectively, of a tank and tanker vessel having lift-up bearings. 153 is a lift-type bearing, and the spring 73 is in a state where it is compressed from its natural length, and when the stopper 154 is released, it rises up together with the tank. At this time, the stopper of the tank 145 comes off, and depending on the shape of the tank, for example, if it is cylindrical with the bottom facing the bow and stern, it will rise while facing the hole toward the obstruction, whether it is under the tank or to the side, and pulling it out. This is a mechanism for removing obstacles stuck in tanks without upsetting the left and right balance of the entire tanker ship. In addition, instead of springs, the expansion force of hydraulic pressure, water pressure, compressed air, or gunpowder can be used. In the case of fluid machinery such as hydraulic pressure, water pressure, and air pressure, the weight of the tanker ship's structure or a part of the buoyancy that the tanker ship receives can be used. Figure 164 is a front cross-sectional view of the tank and tanker ship, showing the tank and bearing raised up after the stopper is removed. The spring stretches, lifting the bearing up to the stopper on the linear rail, and the tank is lifted up, so the left and right balance remains the same as before the lift.

[0209] Figure 165 is a side sectional view of a tank and tanker ship in which the bearing struts are not directly below the tanks supporting the machine shafts. This mechanism prevents the lower part of the tank and the bearing support pillars that support its mechanical shaft from breaking at the same time when a tanker runs aground, because if they were to break at the same time, the tank with the hole in it would be unable to rotate. In the diagram, the bearing pillar that supports the left tank on the mechanical shaft is connected to the bottom of the ship under the right tank, and the bearing pillar that supports the right tank on the mechanical shaft is connected to the bottom of the ship under the left tank.

[0210] Figure 166 is a side cross-sectional view of a tank and tanker ship in which the supports supporting the left and right tanks were simultaneously damaged by running aground. In this state, the right tank does not need to be rotated, and the support supports for the left tank are not damaged. Therefore, the left tank can be rotated. At this time, the impact of the grounding is transmitted to the bearings and machine shafts through the supports, and the right-hand tank, which is not directly affected by the impact of the grounding, may be unable to rotate or may be damaged, causing fluids to leak out.However, since the tank that was damaged and needed to be rotated was the left-hand tank, there is no problem if it cannot rotate, and the leakage of fluids will not reach the outside of the tanker, since the section in which the right-hand tank is located is not grounded.

[0211] Figures 167 to 181 show an embodiment of a braking mechanism for adjusting the rotation angle of the tank.

[0212] FIG. 167 is a perspective view of a braking device consisting of a disk and a rod. Here, we see a disk that rotates the tank 90 degrees left and right, a disk that does not rotate the tank under normal circumstances, and a stick to select between them. 156 is the stick, and 158 is the disk that rotates the tank 90 degrees left and right. The disk 158 has a groove 161 that allows the tank to rotate 90 degrees left and right when the stick 156 is inserted. Also, 159 has a hole 162 to stop the tank from rotating under normal circumstances. When the rod 156 is inserted here, the tank cannot rotate. The hole 160 in the disks 156 and 157 is a hole through which the mechanical shaft of the tank passes, and the disks and the mechanical shaft are fixed here.

[0213] Figure 168 is a side cross-sectional view of a braking device consisting of a disk and a rod, when the tank is not normally rotating. The rod 156 penetrates the groove of the disk 158, which can rotate 90 degrees to the left and right, and penetrates or pierces the hole 162 of the disk 158. This prevents the tank from rotating. The rod 156 is attached to the hull or bearing side of the tanker ship.

[0214] Figure 169 is a side cross-sectional view of a braking device consisting of a disk and a rod when the tank is rotated 90 degrees to the left or right. The motor 163 is operated, and the rod 156 is pulled out of the hole 162 via the gear 164 and the rack gear 165, and is stuck or penetrates the groove 158. The groove 161 is only provided to allow 90 degree rotation to the left and right, so the rotation of the tank stops when it is rotated 90 degrees to the left or right. Whether the rotation is to the right or left can also be determined by using a weight, wire, etc.

[0215] Figure 170 is a side cross-sectional view of a braking device consisting of a disk and a rod when rotating the tank 180 degrees to the left or right. The motor 163 is operated, and the rod 156 is removed from the groove 161 via the gear 164 and the rack gear 165, and the length of the wire used when rotating by descending the weight, and the length of the wire 166 connected to the tank in the figure are set, and the rotation of the tank is stopped at 180 degrees. The wire 166 is connected to the hull and bearings of the tanker ship.

[0216] Figures 167 to 170 show examples of mechanisms for stopping the rotation of the tank at 0 degrees, 90 degrees, and 180 degrees. If you want to adjust the rotation angle in smaller increments, Increase the number of disks and adjust the length of the grooves on those disks. You can also use wires or disks to stop it at 180 degrees. If you use disks, it will not rotate a perfect 180 degrees, and the angle of rotation will be smaller in either the left or right direction depending on the thickness of the rod. Alternatively, you can set it to rotate either right or left, and allow it to rotate 180 degrees. When rotating 180 degrees, neither the right nor the left rotation will result in a large turn, so grooves are made in the disk so that only one side can rotate a complete 180 degrees.

[0217] Figure 171 shows a stopper disk for rotating the tank 180 degrees in one direction, either clockwise or counterclockwise. The rod 156 is inserted into the groove 168. Normally, if the mechanism is such that the rod is inserted into the top of the groove, the tank will rotate clockwise, and if it is inserted into the bottom, the tank will rotate counterclockwise. Also, if this disk is used upside down, the rotation direction will be reversed, and if two rods are prepared and placed at the top and bottom, 180 degrees rotation in either the left or right direction is possible. Also, in the case of the diagrams in Figures 168 and 169, disk 167 is placed between disks 158 and 159, and under normal circumstances, rod 156 penetrates the bottom of the groove. When a hole appears directly below the tank, rotate the tank 180 degrees clockwise.

[0218] 172 and 173 are front and side views, respectively, of a dial-type braking device. 171 is the scale and 169 is the pointer. The scale has holes, and the rod with the pointer is inserted into the hole, and the tank rotates until it hits the stopper at 173. Here, we will use an example where 360 ​​degrees is divided into 12, just like a clock. The tank's mechanical shaft passes through the hole 171, and the scale plate 1170 is fixed to this mechanical shaft. The stopper 173 is connected to a bearing or the hull of the tanker ship.

[0219] Figure 174 assumes that a hole has developed in the tank at 120 degrees to the right, and the specific gravity of the fluid loaded to the full tank is greater than that of air. Of the stopper 173, only the right side is removed from the dial and pointer. This allows the pointer to rotate to the 5 o'clock mark, at which point the rod of the pointer 172 is inserted into the hole in the scale. Then the tank is rotated to the left, and the pointer comes into contact with the left side of the remaining stopper 173, stopping its rotation. At this point, the pointer has returned to the position shown in Figure 172, and the hole in the tank is now directly above the axis of rotation.

[0220] Both the rod and disk type stopper and the dial type stopper can be used without a mechanical shaft. Additionally, conventional brakes may be used, including motor brakes, linear brakes, non-contact brakes, drum brakes, disc brakes, and the like.

[0221] Figure 175 is a front cross-sectional view of a tank and tanker ship showing an embodiment in which, for transportation involving the transfer of tanks and for simplifying the mechanism, two wires of a length that allows the tank to rotate 90 degrees and 180 degrees, and lubricated scaffolding are used as the rotation mechanism. 174 and 175 are wires connecting the tank and the scaffolding, and are long enough to rotate the tank by 90 degrees and 180 degrees respectively. In addition to deciding whether to rotate right or left, a weight that can rotate the tank 180 degrees is placed on top of the tank. Depending on whether to rotate right or left, four types of motion are possible: either a 90 degree rotation or a 180 degree rotation is required. These four types of operation are determined by whether the damage is directly above, directly below, or directly to the side, or close to one of these, and also by whether the specific gravity of the loaded fluid is greater or less than that of air. For example, if the fluid's specific gravity is greater than that of air and a hole appears on the left side, it will rotate 90 degrees to the right. Also, if its specific gravity is less than that of air and a hole appears directly above it, rotate it 180 degrees in either the left or right direction.

[0222] Figure 176 is a cross-sectional view of a tank having a valve that opens and closes with negative pressure. This is attached to a tank that does not have a tubular mechanical shaft, and the valve is not integrated with the mechanical shaft. 130 is the valve cover, 170 is the body of the valve, and 171 is the gap between the cover and the body. It operates as shown in Figures 141 to 144, and evacuates the fluid inside the tank when the tank runs aground, the tank cannot rotate due to an obstacle, etc., and the specific gravity of the loaded fluid is greater than that of air but less than that of seawater or fresh water. The valve is installed at such a height that the water pressure inside the tank is lower than the water pressure around the tanker, thereby preventing the fluid from leaking out of the tank.

[0223] Figure 177 shows a hose connected to a valve that opens and closes with negative pressure, which is used to transfer the fluid when it is released to another compartment rather than the compartment where the damaged tank is located. The idea is to move it to an undamaged section to further reduce the amount of fluid leaking out.

[0224] Fig. 178 is a top view of a tanker ship showing an example of the arrangement of hoses 177 arranged to connect the tank to the adjacent section, so that the section whose hull is not breached can transfer fluid.

[0225] FIG. 179 is a side cross-sectional view of a tanker ship having a puncher. In the event that the tank runs aground and cannot be rotated, and the specific gravity of the loaded fluid is greater than that of air but less than that of seawater or fresh water, a hole is drilled in the tank to release the fluid, which makes the pressure of the fluid in the tank less than the pressure around the tanker, preventing the fluid from leaking out of the tank. Normally, 178 puncher has 179 ring, 42 wire is passed through it, and the wire is fixed to the hull of the tanker ship. This holds down the puncher connected to the compressed spring.

[0226] Figure 180 is a side cross-sectional view of a tanker ship in which the stopper of the wire 180 has been removed, and the force of the spring 73 trying to return to its natural length has caused the puncher 178 to collide with the tank. This releases some of the fluid in the tank, reducing the pressure inside the tank below the water pressure around the tanker ship and preventing fluid from leaking overboard.

[0227] Figure 181 is a side cross-sectional view of a tanker ship where seawater and fresh water have flowed into the ship until the water pressure around the ship and the pressure of the fluid in the compartment where the damaged tank is located are balanced. 141 fluids are in the upper layer because they have a lower density than seawater or freshwater.

[0228] Figures 182 to 189 show an embodiment of a series of measures to be taken when a tanker for preventing fluid leakage by a rotational mechanism, which is a combination of an acceleration sensor as a detection mechanism, a leaf spring as a prime mover, a wire as a transmission mechanism, a tubular rotating shaft as a rotation mechanism, and a rod and a disk as a braking mechanism, collides with the side of the ship and a hole is made in the outer hull and inner hull, i.e., the tank.

[0229] Figures 182 and 183 are front and side sectional views, respectively, of a fluid leakage prevention tanker using a rotary type prime mover made of a leaf spring and a transmission mechanism made of wire. The joint in number 69 is of the type mentioned above that is separated by utilizing the collapse of the internal fluid. The spring 181 is in an upward position due to the tension of the wire.

[0230] Figure 184 is a front cross-sectional view of a tanker ship showing holes in the outer and inner hulls caused by a collision in the side of the ship. Seawater is flowing in through the hole in the hull at 5, and crude oil is leaking out of the hole in the tank at 6.

[0231] Figures 185 to 187 show acceleration sensors placed on the bow and stern of the tank and directly above the center of gravity, with the acceleration vectors superimposed on the outer shape of the tank. The measurement results of the sensors at the bow and stern are placed at positions where the vector's point of application can be superimposed on the tank's rotation axis, and the measurement results of the sensor directly above the center of gravity are placed at a position where the point of application can be superimposed on the outer shape of the tank directly above the rotation axis. Because the left and right directions of the vector are aligned between the sensor at the bow and the sensor directly above the center of gravity, the eccentric collision occurred on the bow side of the tank's center of gravity, and the 24 intersections of the vector's action line and the tank's outline in Figure 185 that are opposite the vector direction are identified as the damage points. Taking into account the inclination θ of the ship at the time of the collision and the gravitational acceleration at the point of collision, a vector diagram is created by adding gravitational acceleration multiplied by cosθ for the vertical direction of the tank and gravitational acceleration multiplied by sinθ for the horizontal direction. However, since this is a time-sensitive task, it is assumed that the process from sensor measurement to identification of the damaged area is automated, and that the work of identifying the location of the hole up to this point is carried out instantly.

[0232] FIG. 188 shows the angle at which the tank should be rotated. The angle of rotation that will place the tank hole at its highest point is the angle between the line passing through the breakage point on 183 and the axis of rotation, which is less than 180 degrees and the angle between this line and a perpendicular to the tanker ship's baseline. 183 coincides with the vector line of action of 21 because the sensor on the bow side is positioned on the axis of rotation, but conversely, if the sensor were not positioned on the axis of rotation, they would not coincide. The perpendicular to the baseline of the tanker vessel 26 also does not have to pass through the axis of rotation. In the case of a collision with the side of the ship, it is expected that the tanker will continue to rock afterwards, so the angle is measured not from a plumb line, but from a perpendicular line to the tanker's baseline. However, it is preferable to have both methods ready, with automatic calculation, so that one can quickly switch between measuring along a plumb line and measuring along a perpendicular line to a baseline depending on the situation.

[0233] Figure 189 shows a braking device consisting of a rod and a disk that controls the rotation angle of the tank. 159 is a disk of 0 degrees, 158 is a disk of 90 degrees to the left and right, and 184 is a disk that rotates 135 degrees to the left and right. Now, if the angle β of 182 is 130 degrees, then the disk of 184 that rotates 135 degrees is the closest angle, so align the tip of the rod of 151 with the disk of 184.

[0234] Figure 190 is a side cross-sectional view of the braking mechanism equipped to rotate the tank 135 degrees. The rod 156 is inserted only into the disk 184, and is separated from the disks 158 and 159 at 90 degrees and 0 degrees to the left and right, respectively.

[0235] Figure 191 is a side cross-sectional view of the smaller joint's container, showing how the existing, remotely controlled solenoid valve of the two joints on the left, 69, is opened to release pressurized fluid, 112, from the container of the smaller joint, 109. Here, a butterfly valve, which can be opened and closed suddenly, is used as an example. As a result of this release of fluid, the smaller container 109, whose internal pressure has been reduced, can no longer withstand the pressure of the fluid in the larger container 103, and as shown in Figures 122 to 124, it collapses and slips out of the larger container, and the joint is separated.

[0236] Figure 192 is a side cross-sectional view of the tank in which the stopper can rotate 135 degrees to the left and right and the left-hand joint of the 69 joints has been disconnected. The leaf spring 181 returns to its original shape from its warped state, and the elastic force at this time rotates the tank 135 degrees clockwise through the right-side wire whose joint was not separated. At this time, it is preferable to check with your eyes, a mirror, or a drone to see if the position of the hole calculated from the acceleration sensor measurement results is not misaligned with the actual position of the hole. In addition, existing wire joints may be used as long as they can be separated.

[0237] Figure 193 is a front cross-sectional view of a tank and tanker ship in which the holes in tank 6 are offset by 5 degrees and positioned almost directly above the axis of rotation. Most oil spills can be stopped even when the tanks are full.

[0238] Figures 194 to 206 show an embodiment of a series of measures to be taken when a tanker for preventing fluid leakage by rotation, which has an acceleration sensor as a detection mechanism, a leaf spring integrated with a bulkhead as a prime mover, a wire as a transmission mechanism, a lift-type bearing and a tubular rotating shaft as a rotation mechanism, and a rod and a disk as a braking mechanism, collides with the side of the ship and a hole is made in the outer hull and inner hull, i.e., the tank.

[0239] Figures 194 and 195 are a side sectional view and a front sectional view, respectively, of a tanker ship in which a part of a bulkhead is a leaf spring, or in which the leaf spring and the bulkhead are integrated. When seawater flows into a compartment, the water pressure is high near the bottom of the ship and decreases as it moves to the top. For this reason, the lower part of the bulkhead that separates the compartments, such as 186, is connected to the hull and fixed, while the upper part is not connected or fixed to the hull, but is in the state of a flexible leaf spring, which has elastic force. This force is used to rotate the tank through a wire wound around a mechanical shaft. The flexible upper part of 186 is covered with a sheet of 188, which is attached to the hull so that there is no gap between it and the hull, and it acts as a bulkhead. Furthermore, a part of the leaf spring, which is the bulkhead of 186, is cut out and flexed to support the tank's bearings, so that the tank and the bearings can be lifted up by the elastic force. If the hole created by cutting out the part is in a position where the water pressure is high, it is preferable to cover the hole with a reinforcing plate, but if the water pressure is not high, it is covered with the sheet of 188. In the embodiment of Figs. 194 to 206, a leaf spring 186 is sandwiched between a rail 189, and the gap therebetween is filled with a welding material or the like.

[0240] Figure 196 is a full cross-sectional view of a tank and tanker ship that has run aground and has holes in the hull, underneath the tank, and with leaf spring bulkheads. Seawater is leaking through a hole in the hull of vessel 7, and crude oil is leaking through a hole in tank 8.

[0241] Figures 197 to 199 show acceleration sensors placed on the bow and stern of the tank and directly above the center of gravity, with the acceleration vectors superimposed on the outer shape of the tank. The measurement results of the sensors at the bow and stern are at positions where the vector's point of action can be superimposed on the tank's rotation axis, and the measurement results of the sensor directly above the center of gravity are at a position where the point of action can be superimposed on the outer shape of the tank directly above the rotation axis. In the case of a grounding, we consider the vector diagram of the tank accelerating upwards, not the left or right as shown in Figure 199. In this case, we consider Figure 197, not Figure 198. Because the tank is grounded, it is difficult to imagine that the force pressing down on the tank from above would be applied directly from outside the tanker. It is believed that the collision occurred bowward of the tank's center of gravity. Therefore, the damaged location is 24 in Figure 197.

[0242] Figure 200 is a diagram for determining the angle by which the tank should be rotated. 183 is the line passing through the damaged part and the rotation axis, and 25 is the vertical line. 190 is the angle γ made by these two lines, which is the required rotation angle of the tank. In the case of a grounding, it is expected that the tanker will have run aground on something and will then be in a situation where it is difficult to swing around, so it is thought that measuring between a plumb line, the damaged area, and a line passing through the tank's axis of rotation, rather than a line perpendicular to the tanker's baseline, will allow the hole in the tank to be closer to directly above the axis of rotation. This means that γ is 175 degrees when rotated left.

[0243] FIG. 201 is a side cross-sectional view of the rod and disk braking mechanism, showing the rod 156 removed from all of the disks 157 in order to rotate the tank 180 degrees. The length of the wire connecting the leaf spring and the tank's mechanical axis is set to rotate the tank 180 degrees. If one of the two joints of the wire is removed, and there is nothing to impede the tank's rotation, the tank will rotate 180 degrees and the hole 6 will be almost directly above the rotation axis.

[0244] Next, in order to rotate the tank to the right, the valve of the left joint of the 69 joints was opened as shown in Figure 191, and it was disconnected as shown in Figures 122 to 124. However, because 78 obstacles are stuck in the tank, the tank cannot rotate.

[0245] FIG. 202 is a side cross-sectional view of a rotation mechanism having a lift-up type rotation shaft. 153 is a lift-type rotary bearing, and when the wire 42 is separated by removing the joint 69, the elastic force of the leaf spring 187 causes the wire to rise on the linear guide 107 to the stopper 114. In Figures 202 and 203, the wire 42 is wound around the lift-type bearing 153, and the joint between the wire and the lift-type bearing is omitted. It is also possible to make a loop with the wire and pass it through. In this figure, the leaf spring pushes up the bearing of 153, but in Figure 203, the part where the leaf spring is cut out from the bulkhead of 186 is located above the lift-type bearing of 153. By alternately arranging the mechanisms of Figs. 202 and 203 for adjacent sections, it is possible to prevent the portions of the partitions 187 from being cut out from overlapping, as shown in Fig. 204.

[0246] Figure 205 is a front sectional view of the tank and tanker ship in which the wire joints that hold the lifting bearings are opened as in Figure 191, and cut off as in Figures 122 to 124, and the tank is raised by the force of the leaf spring cut out from a part of the bulkhead of 186. The obstacle 78 has been removed from the tank. The force of the leaf spring 186 has already released one of the joints, and a force that rotates the tank to the right is acting on the mechanical axis, so the tank will immediately rotate to the right after this. When the bearing 153 and the machine shaft 40 rise, the flex of the leaf spring integrated with the bulkhead 186 decreases slightly, but this is anticipated and the flex is provided to some extent. Also, the rotation angle of the tank is the length of the wire when the leaf spring 186 returns to its natural length, so it is not affected by the rise of the tank, the machine shaft and the bearing.

[0247] Figure 206 is a front cross-sectional view of the tank and tanker ship when the tank has been rotated 180 degrees and the hole 8 is almost directly above the axis of rotation. The hole 8 is on a perpendicular line to the base line of the tanker ship, and although it is offset by 5 degrees from the plumb line, it is almost directly above the axis of rotation and the hole is near the top, so almost no crude oil will leak out. If a weight instead of a spring is used and the length of the wire is used to stop the mechanism at 180 degrees of rotation, the weight will be forced vertically downward due to gravity, so hole 8 will be on a vertical line passing through the axis of rotation.

[0248] Figures 207 to 213 show a series of measures to be taken when a tanker ship, which has an acceleration sensor in the detection mechanism, a weight in the prime mover, a wire wound around a mechanical shaft in the transmission mechanism, a tubular mechanical shaft and a bearing with a support not directly under the tank in the rotation mechanism, and a rod and a disk in the braking mechanism, runs aground. Each tank is fully loaded with crude oil. Figure 207 is a side cross-sectional view of a grounded tanker ship with no swivel bearing supports directly beneath the tanks. The forward tank is damaged but the support is intact, so they try to rotate the tank. In Figure 211, seawater is flowing in through a hole in the hull of 7, and crude oil is leaking from a hole in the tank of 8. Also, Figures 208 to 210 are diagrams in which the acceleration is measured on the axis of rotation on the bow side of the tank, on the outline directly above the center of gravity of the tank, and on the axis of rotation on the stern side of the tank, respectively, and a vector diagram is superimposed on the cross section of the tank, i.e., on the outline, taking into account the inclination of the ship and the acceleration of gravity at that time. Since the ship is stranded, the angle of rotation is determined based on Figure 210, in which the vector points upward. In addition, since the vector in 208 points downward, it is considered to have been an eccentric collision near the stern side of the tank. At this time, the bearing pillars of the tank in the adjacent compartment and the tubular mechanical shaft to which the impact was transmitted were also damaged, but the pillars of the damaged tank were not damaged, and the tubular mechanical shaft that was not subjected to the impact was also not damaged.

[0249] The braking mechanism of the rod, disc, and wire connected to the weight allows the rotation angle to be adjusted to 0 degrees, 45 degrees, 90 degrees, 135 degrees, and 180 degrees left and right; since it will run aground, it will be set to 180 degrees. Therefore, the braking mechanism was placed in the state shown in FIG.

[0250] Figure 211 is a front sectional view of the tanker shown in Figure 207 immediately after it runs aground, and when performing a 180 degree rotation, a right rotation is selected because the vertical ship 25 is to the right of the vertical line to the baseline of the tanker ship 26. This is because the hole position reaches the top earlier than a left rotation. Therefore, the valve of the right joint of 69 was opened as shown in Figure 191, and the joint was separated as shown in Figures 122 to 124. The braking device also broke, with the rod coming off the disk and one side of the wire hanging the weight being cut, so if there were no obstacles the tank would have been able to rotate, but there were 78 obstacles stuck in the tank and it could not rotate.

[0251] Figure 212 shows a tubular rotating shaft equipped with a valve that opens and closes with negative pressure, and a vacuum pump connected by a tube 140. This vacuum pump was also operated wirelessly, and the valve that opens with negative pressure was opened, as shown in Figures 143 to 145, to release crude oil from the tubular mechanical shaft.

[0252] Figure 213 is a front cross-sectional view of the tanker ship showing the state in which crude oil has been released into the compartment from a tubular mechanical shaft, and the water pressure around the tank ship and the fluid pressure inside the tank have become equal. Because the specific gravity of crude oil is less than that of seawater, the crude oil forms a layer on top inside the ship, stopping it from leaking out of the ship. Although a valve for applying negative pressure has been exemplified, a conventional valve may be opened to release the fluid.

[0253] Figures 214 to 219 show a series of steps to be taken when a tanker ship, which has a detection mechanism consisting of an acceleration sensor, a prime mover consisting of a weight attached to the top of the tank and a weight that determines whether the rotation is right or left, a transmission mechanism consisting of a wire, a rotation mechanism consisting of a mechanical shaft, and a braking device consisting of a rod and weight, is fully loaded with liquefied hydrogen and runs aground.

[0254] Figure 214 is a front cross-sectional view of a rotary fluid containment tanker loaded with toluene and gaseous hydrogen in port. At the top of the tank, there is a weight 41 for rotating the tank 180 degrees, and a stirring spatula is attached to the weight.

[0255] Figure 215 shows the same process at the port, where the tank is rotated 180 degrees by the gravity of a weight, which is then used with a spatula to mix the toluene. Then, using winch 193 on the quay and a wire wound around a rotating shaft, the weight is returned to the top again, returning it to the position shown in Figure 214. If the winch clutch is released, the gravity of the weight 41 will once again return the tank to the position shown in Figure 215. This process is repeated to mix toluene and gaseous hydrogen in the organic hydride process.

[0256] Figure 216 is a front cross-sectional view of a tanker ship sailing with a full tank of liquefied hydrogen. The weight is placed at the top and the ship sets sail.

[0257] Figure 217 is a front cross-sectional view of a tanker ship full of liquefied hydrogen that ran aground and had holes in the hull and directly under the tank. Seawater is flowing in from hole 7, and liquefied hydrogen is flowing out from hole 8 due to its higher density than air and the pressure at the bottom of the tank. At this time, the tanker ran aground and a hole was created in the bottom of the tank, but it continued on its way without running aground on shallow waters.

[0258] The acceleration sensor is measured as shown in Figures 208 to 210, and the location of damage is localized. Although the ship ran aground, the tanker is still sailing, so it is likely to continue to be rocked by the waves. Therefore, just as in the case of a collision with the side of the ship, the angle of rotation is measured based on a line perpendicular to the baseline of the tanker, not a plumb line, and the rotation is performed based on that angle.

[0259] Figure 218 is a front cross-sectional view of a tanker ship with hole 8 located on a line passing through the rotation axis of the tank and perpendicular to the baseline. Since liquefied hydrogen has a higher specific gravity than air, leakage will stop.

[0260] Fig. 219 is a perspective view of a tanker ship with a sheet that can be moved over the tanks. On the supports 200 there is a reel 199, which can move the sheet 198 attached to the wire. This is moved over the tank hole to prevent rainwater from entering the tank, so that the rainwater does not overflow and take the loaded fluid with it.

[0261] Figure 220 shows the ship continuing on its way after running aground, arriving at port, and rotating the undamaged tank 180 degrees. The weight is immersed in liquefied hydrogen, and a heating wire inside the weight heats the liquefied hydrogen, causing it to break down into hydrogen and toluene. If the liquid hydrogen could be heated, there would be no need to rotate the tank 180 degrees. Also, it is possible to heat the liquefied hydrogen without using a heat ray, for example by placing fuel in the space inside the weight. Figures 214 to 218 and Figure 220 show examples in which a mechanism for rotating the tank, a mechanism for stirring the fluid, and a heating mechanism are integrated together, thereby providing a large amount of space for loading the fluid. [Explanation of symbols]

[0262] 1. Outer shell 2. Inner hull or tank 3. Seawater or freshwater 4 Fluids with a higher density than air 5 Hole in the hull caused by a collision with the side of the ship 6 Hole in tank caused by collision with side of ship 7 Holes in the hull caused by stranding 8 Hole in tank caused by stranding 9 Hole on top of tank 10 Fluids with a density less than that of air 11 Hole in the plane perpendicular to the tank's axis of rotation 12 Tanks with surfaces that are neither parallel nor perpendicular to the axis of rotation 13. Holes in a surface that is neither parallel nor perpendicular to the axis of rotation of the tank 14 Tanker bulkheads 15 Rotational Axis 16 Detector for measuring lateral acceleration of tank 17 Detector for measuring vertical acceleration of tank 18 Lateral acceleration of the tank 19 The vertical acceleration of the tank plus the acceleration due to gravity 20 Point of action 21 Tank acceleration vector 22 Line of action of the tank acceleration vector 23 Among the intersection points of the line of action of 22 and the outline of the tank, the intersection point in the positive direction of vector 21 24 Damaged area 25 Vertical line passing through the tank's axis of rotation 26 A line passing through the axis of rotation of a tank perpendicular to the baseline of the tanker vessel 27 Ship's tilt θ 28 Lateral component of gravity acting on a tank when the ship is tilted 29 Vertical component of gravity acting on a tank when the ship is tilted 30 The lateral acceleration vector of the tank plus or minus 28 31 The vertical acceleration vector of the tank plus or minus 29 32 An acceleration sensor that measures acceleration in the left and right directions, installed on the inner hull directly above the center of gravity of the tank. 33 Tension sensor that measures the force applied to the tank in the lateral direction 34 Tension sensor that measures the force applied vertically to the tank 35 Wires connected to tension sensor 36 Infrared Sensor 37 Infrared 38 Mirror 39 Funabashi 40 Machine Axis 41 Weight 42 Wire 43 Weight installed on the top of the tank 44 Compartment for storing sand, etc. 45 Hera 46 Triangular Rail 47 Weights arranged on triangular rails that determine whether the ball rotates right or left 48 Movable triangular rail 49 Movable triangular rail stopper 50 Weights on triangular rails to rotate tank 180 degrees 51 The weight that determines whether the ball rotates right or left 52 Wire that determines whether to rotate right or left 53 Water Bag Basket 54 Water bag 55 External weight 56 Piston integrated with column 57 Cylinder integrated with pillar 58 Hydraulic system oil 59 Geared Machine Shaft 60 Piston and integrated rack gear 61 Hydraulic system cylinder 62 Motor that changes the direction of the rack gear 63 Gears that transmit the power of the motor 62 64 Gear that changes the direction of the rack gear by receiving the power of the motor 62 65 Pulley 66 Rail 67 Rail Ring 68 Rail stopper 69 Joint 70 Magnet 71 units 72 Bearings 73 Coil Spring 74 Intersecting Tank Axes 75 A weight that can be moved on an axis 76 Float 77 Fluid with a higher density than the fluid inside the float 78 Obstacles 79 Floats arranged as intermediate decks 80 Float that determines whether to rotate right or left 81 Cylinder integral with the shell 82 Piston with wire 83 Hydraulic Cylinder 84 Piston connected to hydraulic cylinder 85 Sand 86 Crude oil 87 Natural Gas 88 Diagonal partition through the tank's axis of rotation 89 A fluid with a specific gravity greater than that of air but less than that of crude oil 90 Motor 91 Motor shaft integrated with tank mechanical shaft 92 Motor housing integrated with tank bearings 93 Superconducting Magnet 94 Propulsion coil 95 Winch 96 Winch Support 97 Prime Mover 98 Gears of the Prime Mover 99 Gearbox 100 Hydraulic system 101 Compressed Air 102 Hydraulic piston device for carrying weights 103 Gunpowder 104 birds 105 Rack gear stopper 106 Rack gear linear rail 107 Linear guide 108 Larger container of joint 109 Joint's smaller container 110 109 solenoid valve 111 108 High pressure fluid in a container 112 109 High pressure fluid in a container 113 Two connected rotatable rack gears 114 Stopper on linear guide 115 Input shaft 116 Output gear 117 Forward clutch 118 Reverse clutch 119 Tank Clutch 120 Tank shaft 121 Screw shaft 122 Common Pulley 123 Pulley Clutch 124 Tanker engine 125 Winch powered by the engine of a tanker ship 126 Roller Clutch Box 127 Roller 128 126 output shaft 129 128 Shaft Gears 130 Hydraulic Pipe 131 Stopper 132 Lubricating oil 133 Wheel Chock 134 Scaffolding 135 Tubular Machine Shaft 136 Valve Cover 137 Membrane 138 Machine shaft and upper part of valve body 139 Machine shaft and lower part of valve body 140 Tube connected to negative pressure pump 141 Fluid with a specific gravity greater than that of air and less than that of seawater 142 Bearing connected to fixed shaft 143 Fixed axis 144 142 Stopper 145 Bearing and tank stopper 146 Rack Gear 147 A gear fixed to 142 that rotates around 143 148 Bearings integrated into the wheels 149 Cradle and integrated bearing 150 A bearing integrated into the ladder top 151 A spring sandwiched between the ladder's supports 152 Support stopper 153 Lifting bearing 154 Lift-type bearing stopper 155 Bearings with no support directly underneath 156 bars 157 Disc 158 A disk that rotates a tank 90 degrees left and right 159 Disk that makes the tank rotate at 0 degrees 160 Hole for passing machine shaft 161 Groove for rotating the tank 90 degrees left and right 162 What is the hole that makes the tank rotate at 0 degrees? 163 Motor that moves the rod 164 Gear fixed to shaft 163 165 Rack gear meshed with 164 166 Wire to stop tank rotation at 180 degrees 167 A disk that rotates 180 degrees in one direction 168 Groove that rotates 180 degrees in one direction 169 Pointer 170 Graduated Disk 171 Scale Hole 172 Pointer Stick 173 Pointer Stopper 174 A wire long enough to rotate the tank 90 degrees 175 A wire long enough to rotate the tank 180 degrees 176 Gap between valve body and cover 177 Hose to be attached to 135 178 Puncher 179 Wire Ring Hole in tank made with 180 puncher 181 Leaf spring 182 The angle between the perpendicular line of the tanker's baseline and the line of action of vector 22 183 Straight line passing through the broken part and the axis of rotation 184 Disc for rotating 135 degrees left and right 185 Butterfly valve 186 Leaf spring integrated into bulkhead 187 Leaf spring forming part of bulkhead 188 Sheet in place of bulkhead 189 Rails connecting the hull and bulkhead 190 183 and the vertical line angle γ 191 Negative pressure pump 192 Quay 193 Winch on the quay 194 Toluene 195 Gaseous Hydrogen 196 Liquefied Hydrogen 197 Heat ray 198 Rain cover sheet 199 Rain cover sheet support 200 Winding machine

Claims

1. A fluid leakage prevention tanker with a rotating tank, comprising a detection mechanism for identifying the position of a hole in a tank inside a tanker ship that was created by the impact of running aground or a collision, a prime mover, a power transmission mechanism, a rotation mechanism, and a braking device for controlling the rotation angle, wherein the movement of the tank that receives the force of the prime mover through the power transmission mechanism is converted into rotational motion by the rotation mechanism, and the rotation angle is adjusted by the braking device, thereby preventing the fluid from leaking out of the tanker ship by making the hole in the tank higher than the surface of the fluid when the specific gravity of the fluid loaded in the tank is greater than that of air, and making the hole lower than the surface of the fluid when the specific gravity is less than that of air.

2. A fluid leakage prevention tanker equipped with a rotating tank as described in claim 1, characterized in that when the specific gravity of the fluid is greater than that of air but less than that of seawater or fresh water, and the hole in the tank is located on the side of the tanker ship, the tank is rotated so that the hole is higher than the surface of the fluid and the waterline, thereby preventing the fluid from leaking out of the tanker ship.

3. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the detection mechanism has a detector that measures the vertical and lateral acceleration of the tank, and the measurement results of the detector are combined with gravitational acceleration to identify the location of damage.

4. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is operated by the gravity of a weight.

5. A fluid spill prevention tanker with a rotating tank as claimed in claim 1, characterized in that the prime mover operates under the weight of the tanker's structure.

6. 2. A fluid spill prevention tanker with a rotating tank as claimed in claim 1, characterized in that the prime mover is actuated by the elastic force of a spring.

7. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover operates by the elasticity of a leaf spring, using a bulkhead or part of a bulkhead of the tanker as a leaf spring.

8. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is powered by the buoyancy of a float.

9. A fluid leakage prevention tanker equipped with a rotating tank as described in claim 5, characterized in that the float is provided at the bottom of the tank as a bottom cover, preventing the fluid from leaking out when the bottom of the tank is damaged due to running aground and the tank cannot be rotated.

10. A fluid leakage prevention tanker with a rotating tank as described in claim 5, characterized in that the float is provided as an intermediate deck that divides the inside of the tank into upper and lower parts at a height where the pressure of the fluid loaded in the lower part of the tank is lower than the water pressure around the tanker ship, thereby preventing the leakage of the fluid when the lower part of the tank is damaged due to running aground and the tank cannot be rotated.

11. A fluid spill prevention tanker with a rotating tank as described in claim 1, characterized in that the prime mover is operated by a part of the buoyancy force experienced by the hull of the tanker ship, and a part of the outer shell of the hull is composed of a piston and a cylinder.

12. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is powered by gravity and buoyancy generated by the difference in specific gravity of the multiple types of fluids in the tank.

13. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is powered by the output of a fluid machine.

14. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is powered by the output of a heat engine.

15. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is operated by the output of an electric motor.

16. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the prime mover is powered by the output of the prime mover of the tanker ship.

17. A fluid spill prevention tanker with a rotating tank as described in claim 1, characterized in that the transmission mechanism consists of two wires with two containers, one large and one small, at the ends, and a joint that connects the two containers by enclosing the smaller container inside the larger container, and both the large and small containers are filled with pressurized fluid, and by reducing the pressure of the fluid in the smaller container, the smaller container is crushed and slips out of the larger container, instantly separating the joint.

18. 2. A fluid spill prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the rotation mechanism is composed of a stopper that prevents the tank from rolling or sliding and lubricating oil.

19. A fluid leakage prevention tanker equipped with a rotating tank as described in claim 1, characterized in that the rotation mechanism is a tubular rotating shaft, and when the lower part of the tank is damaged due to running aground and the tank cannot be rotated, the rotation mechanism releases the fluid in the tank and lowers the pressure of the fluid in the tank below the water pressure around the tanker ship, thereby preventing the fluid from leaking out of the tanker ship.

20. A fluid leakage prevention tanker with a rotating tank as described in claim 1, characterized in that the tank has a gap between the body and the lid, and is equipped with a valve with a membrane that plugs the fluid, and by applying negative pressure inside the valve, the body and the lid are sealed together, and the membrane, which is no longer subjected to atmospheric pressure, bursts due to the pressure of the fluid, and the fluid increases its flow rate due to the negative pressure, pushing open the lid and being released outside the valve.

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