13 results about "Compartment (ship)" patented technology

This application discloses an integrated control method for the installation process of equipment in ship outfitting engineering, including: establishing an installation envelope model for each outfitting device in the ship's three-dimensional design model and assigning an installation time window, and outputting an installation process Gantt chart; deploying a deformation monitoring sensor group around the equipment base to continuously monitor the structural deformation after temperature compensation following welding; establishing a primary and secondary reference point network and calculating the target installation coordinates of the equipment base; performing epoxy grouting and monitoring the curing process through temperature sensors; performing precise six-degree-of-freedom alignment after hoisting the equipment body into place, and feeding back the deviation data to the coordinate transformation function to correct the target coordinates of subsequent equipment; and conducting pre-approval and multi-party signing for the sealing and control of the compartments. This method transforms the judgment of installation timing and process arrangement from experience-dependent to data-driven quantitative control, and improves the first-pass yield of equipment installation through precision closed-loop iterative correction.

A tightness testing method for a special compartment of a dual-fuel container ship. The method comprises the following steps: S1, making a plan to perform a tightness test on a special compartment by zones; S2, according to the plan in S1, simulating the tightness test for the special compartment of a dual-fuel container ship, so as to determine whether the plan in S1 is feasible; S3, according to the plan in S1, performing the tightness test on the special compartment; and S4, restoring the special compartment. By means of the present invention, a tightness test for a special compartment of a dual-fuel container ship can be implemented by zones in advance without relying on the integrity of the overall compartment structure, and a containment system can be constructed in advance, thereby shortening the shipbuilding cycle.

This invention relates to the field of shipbuilding and marine engineering technology, and particularly to a marine submersible deployment and retrieval structure and transport vessel. The marine submersible deployment and retrieval structure includes: a deployment and retrieval compartment, a cylindrical hull, a ballast platform, and several towing mechanisms. The cylindrical hull is vertically integrated into the deployment and retrieval compartment. The ballast platform is slidably connected to the cylindrical hull and supports the marine submersible. Several towing mechanisms are all located within the deployment and retrieval compartment, and their towing ends pass through the cylindrical hull and connect to the ballast platform. The ballast platform has a receiving cavity, the cavity wall of which has a first through-hole through which water can be injected. Compared to existing technologies, this marine submersible deployment and retrieval structure operates entirely within the vessel hull, with the deployment and retrieval compartment directly lowered into the water, reducing rolling amplitude. This allows the marine submersible transport vessel to operate in high sea states, extends the operational window, ensures safe and efficient deployment and retrieval of the marine submersible, and reduces the vessel's production and operating costs.

This invention provides a dynamic unloading method and system for bulk cargo ships based on multi-site collaboration, comprising: Step S1: constructing a terminal operation knowledge base and a yard stockpile knowledge base; Step S2: collecting operation data in real time; Step S3: generating a multi-site list based on the yard stockpile knowledge base, yard inventory and inbound / outbound information, and material usage plan, wherein the multi-site list includes product name and available time for each site; Step S4: generating a multi-site selection sequence scheme for each simultaneously operating conveyor belt system based on the multi-site list and a dynamic site selection model; Step S5: generating an optimal unloading scheme based on the terminal knowledge base, ship information, equipment tracking status information, ship compartment volume, and multi-site selection sequence scheme through a ship unloading model; Step S6: guiding the unloading operation according to the unloading scheme, dynamically analyzing the deviation between planned and actual volume based on real-time collected operation data and unloading conveyor belt volume, and repeating steps S3-S5 when the deviation exceeds a threshold or a major event is detected.

This utility model relates to the field of construction technology and discloses a novel cavitation venting pipe penetration component for LNG carriers. It includes a top deck, an expansion joint, and an outer protective sleeve, arranged sequentially. The cavitation venting pipe extends through the expansion joint and the outer protective sleeve to below the top deck. The expansion joint is fixed to the top deck via a flange and is located above the top deck. The outer protective sleeve is fixed to the top deck via a flange and is located below the top deck. The outer protective sleeve includes an upper outer protective sleeve and a lower outer protective sleeve. This device reduces shipyard costs and ship weight. Compared to the commonly used compartmentalized design, this device addresses the issue from the design stage by using a protective sleeve with a purging function. Its smaller size effectively reduces shipyard costs and the empty ship weight. The device effectively ensures safe ship operation. The penetration component in this device effectively eliminates the risk of natural gas and LNG leaking into the top empty compartment, ensuring safe ship operation.

This utility model discloses a steel ship structure with a modular counterweight system, including a main hull, which is a composite frame structure of carbon fiber and high-strength steel. Hollow skeleton structures are provided on the bulkheads inside the main hull. A fixed plate is horizontally installed on the bottom of the hull, and a modular counterweight system is installed above the fixed plate. The modular counterweight system includes multiple independent counterweight compartments and sliding rail assemblies installed on top of the counterweight compartments. Each counterweight compartment is equipped with a U-shaped counterweight unit. The sliding rail assembly is securely connected to the fixed plate and spans across at least two sets of counterweight compartments. This utility model achieves a balance between lightweight and high strength through the high-strength steel and carbon fiber composite frame. The modular counterweight compartments integrate load-bearing functions, improving space utilization. The position of the counterweight blocks is dynamically adjusted through a threaded screw mechanism to adapt to the center of gravity balance requirements under different cargo load conditions.

This utility model provides a marine seat and a ship, relating to the field of storage technology. The marine seat includes a seat body, a storage compartment, a first locking member, and a second locking member. The seat body has a receiving cavity and an opening communicating with the receiving cavity. The storage compartment is used to store life-saving equipment and slides into or out of the seat body, engaging with the cavity wall. It is understood that this design integrates the life-saving equipment storage function into the seat body, achieving an efficient combination of function and space. Based on this, the first locking member and the second locking member are respectively located in the seat body and the storage compartment. Furthermore, when the storage compartment is fully slid into the receiving cavity, the first locking member can lock with the second locking member. Based on the above, this marine seat can solve the space-consuming problem of traditional storage cabinets, improve the space utilization of ships, and alleviate the inconvenience of accessing life-saving equipment in emergencies, enhancing the safety and efficiency of emergency response.

This invention discloses a ship ballast water self-balancing device, comprising two compartments, connecting pipelines, and two adjusting mechanisms. The two compartments are arranged opposite each other on both sides of the hull, each including a water tank filled with seawater. The connecting pipeline includes a water pipe, with both ends connected to the two water tanks respectively. The two adjusting mechanisms are respectively disposed within the two compartments, each including a guide tube, a piston, a guide rail, a counterweight, a connecting rope, and an elastic element. The lower end of the guide tube is connected to the water tank, and the piston is slidably and sealingly disposed within the guide tube. The beneficial effects of this invention are: this ship ballast water self-balancing device generates a reverse restoring torque through the displacement of the counterweight, which can effectively reduce the ship's roll amplitude and shorten the roll period. Furthermore, it eliminates the need for active actuators such as motors and hydraulic systems, achieving zero-power self-balancing solely through mechanical structures and fluid pressure, thus significantly saving ship energy consumption.

This invention discloses a method and system for designing the hull form of a pure electric propulsion ship based on multi-objective collaborative optimization. The method includes: establishing an objective function and constraints for the hull form design; searching for a hull form design scheme that satisfies the constraints and optimizes the objective function using an optimization algorithm; determining the layout schemes of the battery layer, passenger cabin layer, and equipment passage layer based on the hull form design scheme to obtain a double-layer sandwich section hull form scheme; and verifying and adjusting the double-layer sandwich section hull form scheme to obtain the final hull form design scheme. Based on the above data processing flow, this invention can comprehensively optimize multiple performance aspects of ship design, including range, comfort, space, and safety.

A construction method for the cargo cofferdam of LNG carrier No. 4 cargo hold involves modifying the sectional division diagram, re-dividing the 901C main assembly section and the No. 5 isolation compartment. The aft wall of the No. 5 isolation compartment extends rearward into the 901C main assembly section, forming a stern-protruding stern compartment that connects to the No. 5 isolation compartment. This improves the structural strength of the No. 5 isolation compartment, reduces the impact of 901C closure on the deformation of the No. 4 cargo hold's inner hull plates, and eliminates the need for secondary marking after closure welding. Construction begins on the bow 40 meters, installing insulating plates from the bow corners towards the stern. 24 hours after the 901C closure welding, insulation plate installation begins on the stern 10 meters, advancing the plates from the two stern corners towards the center of the cargo hold. This invention strengthens the hull structure, reduces inner hull plate deformation, and minimizes the workload of secondary marking after the 901C closure welding and subsequent re-measurement of the cargo hold's inner hull plates. To avoid the complete halt in the production of the No.4 cargo hold enclosure due to the delay after the 901C closure welding, ensure the continuity of cargo enclosure production, and shorten the cargo enclosure construction cycle.

This invention provides a green PCTC (Potentially Controlled Traction Control) fire-fighting and life-saving layout structure, including lifeboats positioned on the port side of the stern of the highest deck of the ship. A meeting point is located forward of the lifeboats, and escape routes pointing to the meeting point are planned on the corresponding decks with arrows. The planning criteria for the escape routes include: lower decks prioritize routes to upper decks; intermediate compartments prioritize routes to side compartments; ship's side positions prioritize routes to the midships position; bow positions prioritize routes to the stern position; and locations with access passages prioritize using those passages, while locations without access passages prioritize routes close to the compartment walls. This invention enables rapid deployment of lifeboats, and in conjunction with the escape passages on the decks, improves the speed and efficiency of fire-fighting and life-saving operations.