Integral Tank Double-Hull Vessel Retrofit for Hot Cargo
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Solution Overview
Problem
Conventional single-hull cargo transport vessels face environmental contamination risks due to breaches, and double-hull designs with partial secondary hulls are inefficient in maintaining hot cargo temperatures, leading to increased fuel costs and safety hazards.
Innovation Solution
A complete integral tank double-hull cargo containment vessel is retrofitted with a primary hull and a secondary hull within, featuring a topside structural member to seal cargo tanks, reducing heat loss and fuel consumption, and utilizing corrugated sheet metal panels for structural integrity and cost-effectiveness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a conventional single-hull cargo transport vessel is used, then the vessel structure is simple and cost-effective, but the hull may be breached causing cargo leakage and environmental contamination
Solution Approach 1:
The patent implements a nested double-hull structure where a secondary hull is positioned inside the primary hull, creating a containment-within-containment configuration. The secondary hull includes bottom, port, and starboard members that form an inner cargo containment space, while the primary hull provides the outer boundary. This nesting arrangement ensures that even if the primary hull is breached, the secondary hull maintains cargo containment, thereby improving reliability without requiring complete redesign of the entire vessel structure.
Solution Approach 2:
The hull structure is segmented into distinct primary and secondary components, each with specific structural members (bottom, port, starboard). This segmentation allows the secondary hull to independently provide cargo containment functionality, separating the protective function from the primary hull while maintaining structural efficiency. The segmented design enables targeted reinforcement of critical containment areas without unnecessarily complicating the entire hull structure.
2Object-affected harmful factors
If a conventional double-hull vessel with partial secondary hull is used, then environmental protection is improved, but heat loss increases leading to higher fuel costs
Solution Approach 1:
The patent merges the cargo containment function and thermal insulation function into a single integrated secondary hull structure. The secondary hull's bottom, port, and starboard members simultaneously provide cargo containment and thermal insulation, eliminating the need for separate insulation systems. This merging reduces the number of interfaces and potential heat loss paths while maintaining effective cargo containment, thereby reducing energy loss without compromising containment integrity.
Solution Approach 2:
The secondary hull structure serves multiple functions: it provides cargo containment, thermal insulation, and structural support. By designing the secondary hull to fulfill multiple roles, the patent eliminates the need for additional separate systems, reducing overall heat loss and improving energy efficiency while maintaining effective cargo containment protection.
3Object-affected harmful factors
If a conventional double-hull vessel with partial secondary hull is used, then environmental protection is improved, but the vessel requires extensive insulation to maintain cargo temperature
Solution Approach 1:
The secondary hull structure is designed to combine cargo containment and thermal insulation functions in a single integrated system. The bottom, port, and starboard members of the secondary hull provide both structural containment and thermal protection, eliminating the need for separate extensive insulation systems. This merging reduces device complexity while maintaining effective cargo containment and temperature control.
Solution Approach 2:
The secondary hull serves as a multi-functional component that simultaneously provides cargo containment, structural support, and thermal insulation. This universal design eliminates the need for additional separate insulation systems, reducing overall device complexity while maintaining effective cargo containment and temperature management capabilities.
4Loss of energy
If a complete secondary hull with topside structural member is used, then heat loss is reduced and fuel costs decrease, but the device complexity increases
Solution Approach 1:
The complete secondary hull with topside structural member is nested within the primary hull, creating a compact containment structure. The topside structural member seals the cargo containment space by connecting to the primary hull's deck, forming a complete enclosed volume. This nesting arrangement reduces heat loss by eliminating exposed cargo surfaces while integrating the additional structural elements within the existing vessel footprint, thereby minimizing the increase in device complexity.
Solution Approach 2:
The hull structure is segmented into primary and secondary components, with the secondary hull including bottom, port, starboard, and topside members. This segmentation allows each component to be optimized for its specific function while collectively providing complete cargo containment and thermal protection. The segmented design enables efficient heat loss reduction without requiring a complete redesign of the entire vessel structure.
Data Source
AI summary
A conventional containment vessel is retrofitted into a complete integral tank double-hull cargo containment vessel that includes a primary hull and a secondary hull disposed within the primary hull. The primary hull includes a topside deck structural member. The secondary hull includes an interior cargo containment tank. The secondary hull includes a topside structural member configured to seal the cargo containment tank. The primary hull is configured to serve as a first boundary between an operating environment of the vessel and the cargo. The secondary hull is configured to serve as a second boundary between the operating environment of the vessel and the cargo. The topside deck member of the primary hull and the topside structural member of the secondary hull are configured to provide a double-hull on the topside of the cargo containment tank.