JP2011148358A - Ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship capable of restraining increases in manufacture cost and weight even when a cargo storage portion is enlarged. <P>SOLUTION: The ship has a cargo storage portion 1 capable of storing cargoes in a part of a hull. The cargo storage portion 1 includes a ship shell 11 of a double hull structure composed of an inner shell 11a and an outer shell 11b, and a cover member 12 of a single hull structure connected to a top portion of the ship shell 11 and covering a rectangular tank 2. The ship shell is constructed to be substantially flush with a deck of the hull. The cargo includes liquefied gas, such as LNG and LPG, and the cargo storage portion 1 is the rectangular tank 2 for storing such cargoes. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a ship, and more particularly, to a ship having a cargo handling accommodating portion capable of accommodating a cargo handling in a part of a hull.

  Examples of ships having a cargo handling section include types such as bulk carriers, container ships, and tankers. Some of these ships have a double hull structure (double hull structure) in which a hull is formed in a double manner so that cargo handling does not flow out. For example, liquefied gas such as liquefied natural gas (LNG) and liquefied petroleum gas (LPG) is generally transported by a ship (so-called tanker) provided with a tank for storing these liquefied gases. Such tankers employ a storage system such as a spherical independent tank system, a rectangular independent tank system, or a membrane system (see, for example, Patent Document 1 FIGS. 5 to 7).

  In the spherical independent tank system, the hull and the spherical tank have an independent structure, and the spherical tank is self-supportingly disposed in the hull (see Patent Document 1 FIG. 5). In such a spherical independent tank system, generally, the hull has a double hull structure (double hull structure), and the spherical tank itself has a heat insulating structure. Therefore, the spherical independent tank type transport ship has a structure in which cargo handling is difficult to leak and the temperature and deformation of the tank are not easily transmitted to the hull.

  Further, the rectangular independent tank system has basically the same structure as the spherical independent tank system, and the tank shape is configured to be a square shape that can be easily accommodated in the hull (see FIG. 6 of Patent Document 1). Therefore, the rectangular independent tank system has a structure in which cargo handling is difficult to leak and the temperature and deformation of the tank are not easily transmitted to the hull, as in the spherical independent tank system. Further, in the case of a rectangular independent tank type ship, a double hull structure is used for the ship side and the bottom of the rectangular tank other than the upper surface of the rectangular tank (see FIG. 1 of Patent Document 2) where the entire rectangular tank is covered with a double hull structure (double hull structure). What was covered with (double hull structure) (refer patent document 3 FIG. 2) has already been proposed.

  Further, the membrane system has a structure in which the hull and the tank are integrally formed, and has a structure in which a heat insulating material is disposed inside the hull and covered with a membrane (metal thin film) (see FIG. 7 of Patent Document 1). ).

Japanese Unexamined Patent Publication No. 2009-241906, FIGS. JP-A-60-82495, FIG. JP-A-8-91286, FIG.

  By the way, the amount of LNG and other liquefied gas transported by sea is increasing year by year, and tankers tend to be larger. However, the above-described spherical independent tank system has a problem in that since the tank has a spherical shape, the accommodation efficiency in the hull is poor, the hull becomes larger than necessary, and the manufacturing cost and weight increase. . Further, in the above-described membrane system, since the tank and the hull are integrally formed, the size of the double hull structure is increased due to the increase in size of the tank, which increases the manufacturing cost and weight.

  Furthermore, although the rectangular independent tank system described in Patent Document 2 and Patent Document 3 described above has higher accommodation efficiency than the spherical independent tank system, the entire hull or the ship side and the bottom of the ship have a double hull structure (double hull structure). There is a problem that the portion of the double hull structure (double hull structure) becomes higher than the draft more than necessary, and the manufacturing cost and weight increase.

  In addition, these problems are not limited to the tankers described above, and even in ships such as bulk carriers and container ships, the cargo handling accommodation section becomes larger, resulting in a double hull structure (double hull structure). There is a problem that the size of the portion increases, and the manufacturing cost and weight increase.

  The present invention has been devised in view of the above-described problems, and an object of the present invention is to provide a ship that can suppress an increase in manufacturing cost and weight even when a cargo handling container is enlarged. .

  According to the present invention, in a ship having a cargo handling accommodating part capable of accommodating cargo handling in a part of a hull, the cargo handling accommodating part includes a double hull structure hull having an inner shell and an outer shell, and an upper part of the hull. A hull structure cover member connected to the cargo hull and covering the cargo handling, wherein the hull is formed at substantially the same height as the deck of the hull.

  The connection position between the cover member and the hull is set within the width from the inner shell to the outer shell, for example, depending on the size of the reinforcing member arranged on the cover member. Moreover, the said cargo handling accommodating part may have a channel | path in the upper part of the connection position with the said hull of the said cover member, or the outer side of the connection position with the said cover member of the said hull.

  Moreover, the said cargo handling accommodating part may be arranged in multiple numbers along the longitudinal direction of the said hull, and the said cover member may be comprised so that all the said cargo handling accommodating parts can be coat | covered.

  The cargo handling is, for example, gas, liquid, solid, or a container or square tank containing these. Here, “gas, liquid, solid” refers to cereals, food, minerals, steel, timber, crude oil, petroleum, petroleum products, liquefied gas, chemicals, chemical products, miscellaneous goods, mechanical products, mechanical parts, etc. It means all things that can be transported.

  According to the above-described ship according to the present invention, even if the cargo handling container is enlarged by separating the cargo handling container into a hull having a double hull structure and a cover member having a single hull structure, The hull can be formed at substantially the same height as the deck of the hull, and an increase in manufacturing cost and weight can be suppressed. In particular, in a ship that transports a liquefied gas having a relatively low specific gravity such as LNG or LPG, the draft tends to be shallow, and unnecessary double hull structure portions can be effectively reduced.

It is a figure which shows 1st embodiment of the ship which concerns on this invention, (A) is a transversal sectional view, (B) is the elements on larger scale of FIG. 1 (A). It is a longitudinal cross-sectional view of the ship shown in FIG. FIG. 2 is an overall schematic external view of the ship shown in FIG. 1. It is a figure which shows the modification of the ship shown in FIG. 1, (A) has shown the 1st modification, (B) has shown the 2nd modification. It is a figure which shows the modification of the ship shown in FIG. 1, (A) has shown the 3rd modification, (B) has shown the 4th modification. It is a figure which shows other embodiment of the ship which concerns on this invention, (A) is 2nd embodiment, (B) is 3rd embodiment, (C) has shown 4th embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. Here, FIG. 1 is a figure which shows 1st embodiment of the ship which concerns on this invention, (A) is a transversal direction sectional drawing, (B) is the elements on larger scale of FIG. 1 (A). 2 is a partial cross-sectional view in the longitudinal direction of the ship shown in FIG. 1, and FIG. 3 is an overall schematic external view of the ship shown in FIG.

  The first embodiment of the ship according to the present invention shown in FIG. 1 is a ship having a cargo handling accommodating portion 1 capable of accommodating a cargo handling in a part of a hull, and the cargo handling accommodating portion 1 includes an inner shell 11a and an outer shell. 11b, and a hull 11 having a double hull structure and a cover member 12 having a single hull structure connected to the upper part of the hull 11 and covering the rectangular tank 2, and the hull 11 is substantially the same as the deck 3 of the hull. It is formed at a height. The cargo handling in the first embodiment is a rectangular tank 2 containing a liquefied gas such as LNG or LPG, and a so-called tanker is assumed as a ship.

  As shown in FIG. 2, the cargo handling container 1 is disposed, for example, between a bow 4 and a stern 5. Moreover, the cargo handling accommodation part 1 has the space which can arrange | position the several (for example, 3-4 pieces) square tank 2 along the longitudinal direction of a hull. As shown in FIG. 1, the cargo handling accommodation unit 1 accommodates the rectangular tank 2 by a hull 11 having a double hull structure (double hull structure) and a cover member 12 having a single hull structure (single hull structure). A space is formed. Thus, the height of the hull 11 having the double hull structure can be arbitrarily set by separating the cargo handling container 1 into the hull 11 having the double hull structure and the cover member 12 having the single hull structure.

  The rectangular tank 2 is a cargo handling in which a liquefied gas such as LNG or LPG is enclosed. As shown in FIGS. 1 and 2, the rectangular tank 2 has, for example, an octagonal prism shape, and is disposed in the cargo handling container 1 while being laid down in the longitudinal direction of the hull. At this time, the rectangular tank 2 is disposed on a plurality of support blocks 21 disposed on the ship bottom of the cargo handling container 1. In addition, the rectangular tank 2 has a warehouse portion 22 for taking in and out the stored items at the top. The holding part 22 is formed so as to protrude from the cover member 12 in the accommodated state of the rectangular tank 2, and a lid member 23 is detachably connected to the upper part thereof.

  The shape, structure, support method, arrangement method, and the like of the rectangular tank 2 can be variously changed according to the conditions of the ship, and are not limited to the above-described contents.

  As shown in FIG. 1A, the hull 11 has a double hull structure (double hull structure) having an inner shell 11a and an outer shell 11b, and the hull strength of the cargo handling container 1 is increased. It is configured so that it can be secured. A duct keel 11 c is disposed at the center of the bottom of the hull 11, and under deck passages 11 d are disposed on the upper surfaces of both sides of the hull 11. The duct keel 11c and the under deck passage 11d constitute a passage used by an operator for maintenance and inspection in the hull 11. Further, the space surrounded by the inner shell 11a, outer shell 11b, duct keel 11c and under deck passage 11d of the ship shell 11 has a function as a ballast tank 11e. It is configured to allow water injection or drainage. In addition, as shown in FIG. 1B, a large bone (transformer), a longitudinal member (longi), and the like are arranged in the hull 11 as a reinforcing member.

  Note that the internal structure of the hull 11 can be variously changed depending on the conditions of the ship. For example, the duct keel 11c and the under deck passage 11d may be omitted. It is not limited to the above-mentioned contents, such as may be used for warehouses, passages, fuel tanks, fresh water tanks and the like.

  Further, a flat portion 11f is formed on the under deck passage 11d of the hull 11, and the cover member 12 is connected to the flat portion 11f by welding or the like. As shown in FIG. 1B, the connection position between the cover member 12 and the hull 11 is set, for example, at a substantially middle portion of the flat surface portion 11f. At this time, a gap having a width W is formed between the cover member 12 and the outer shell 11b. Therefore, by arranging the handrail 13a along the outer shell 11b, a gap having a width W on the flat surface portion 11f can be used as the passage 13. In this way, by forming the passage 13 outside the connection position of the hull 11 with the cover member 12, the cover member 12 is connected, the cover member 12 is maintained and inspected, and the bow 4 and the stern 5 are moved. Can be easily performed.

  The cover member 12 has a single hull structure (single hull structure), and a large bone 12a and a longitudinal member 12b are disposed inside as a reinforcing member. The large bone 12a is a steel plate arranged in the width direction of the hull, and is a reinforcing member also called a transformer. The longitudinal member 12b is a steel plate that is disposed through the plurality of large bones 12a in the longitudinal direction of the hull, and is a reinforcing member that is also called a longe. The cover member 12 is not a member that guarantees the hull strength of the cargo handling container 1, but as shown in FIGS. 2 and 3, it is a planar member that extends in the longitudinal direction of the hull, and therefore needs a certain strength. Become. Therefore, the cover member 12 is provided with reinforcing members such as the large bones 12a and the longitudinal members 12b.

  Note that the shape, structure, reinforcement method, and the like of the cover member 12 can be variously changed depending on the conditions of the ship, and are not limited to the above-described contents.

  As shown in FIG. 1B, a gap of a distance D is formed between the rectangular tank 2 and the cover member 12 so that the large bone 12a, which is one of the reinforcing members, is accommodated in the gap. Must design. Therefore, the connection position between the cover member 12 and the hull 11 is set within the width from the inner shell 11a to the outer shell 11b depending on the size of the reinforcing member (for example, the large bone 12a) disposed on the cover member 12. The In this way, the connection position of the cover member 12 is set in consideration of the relationship with the reinforcing member so that, for example, the reinforcing member arranged in the vertical portion of the cover member 12 is not arranged inside the inner shell 11a. Thereby, the space in the cargo handling accommodation part 1 can be utilized effectively.

  As shown in FIGS. 2 and 3, a plurality of rectangular tanks 2 (three cases are shown in the figure) are arranged along the longitudinal direction of the hull, and the cover member 12 can cover all of the rectangular tanks 2. It is configured in a simple shape. At this time, the cover member 12 is formed for each block divided into a plurality in the longitudinal direction of the hull, and the cover member 12 is connected to the upper portion of the hull 11 by sequentially arranging and welding the blocks on the hull 11. To do. Note that a plurality of openings are formed in the upper part of the cover member 12 so as to be inserted through the opening 22 of the rectangular tank 2.

  As described above, by separating the cargo handling container 1 into the hull 11 having the double hull structure and the cover member 12 having the single hull structure, the height of the hull 11 having the double hull structure can be arbitrarily set. Therefore, as shown in FIGS. 2 and 3, the hull 11 can be formed at substantially the same height as the deck 3 of the hull. In general, the height of the deck 3 is designed according to the relationship between the hull weight and the draft at the time of maximum loading.

  In a conventional tanker of a rectangular independent tank type, the entire cargo handling section or the ship side and the bottom of the ship must be constructed in a double hull structure, and the cargo handling section must be constructed in a double hull structure up to a position higher than the deck 3. The double hull structure portion becomes higher than necessary for the draft, and there is a problem that the manufacturing cost and weight increase. Further, in a ship that transports liquefied gas such as LNG or LPG, the draft becomes shallower than the size of the hull, and when the transport amount is increased, the tank is easily enlarged in the height direction. Therefore, there is a problem that the above-described problem becomes more remarkable.

  Therefore, in the present invention, the cargo handling container 1 is divided into a hull 11 having a double hull structure and a cover member 12 having a single hull structure. The hull 11 secures the hull strength and the rectangular tank 2 protruding from the hull 11 is provided. The cover member 12 was used for covering. With this configuration, the height of the double hull structure can be set to substantially the same height as the deck 3, and only the minimum necessary part can be designed in the double hull structure, thereby suppressing an increase in manufacturing cost and weight. it can. In addition, “substantially the same height” is intended to include not only a flush state but also a case where there is a slight step (for example, up to about 1 to 2 m).

  As shown in FIG. 1A, when the height of the hull 11 from the draft is Hd and the height of the cover member 12 is Hs, the height H of the cover member 12 from the draft can be expressed as Hd + Hs. . For example, the height Hd of the hull 11 from the draft is approximately half or less of the height H of the cover member 12 from the draft, for example, (1/3) · H ≦ Hd ≦ (1/2) · H. Is set to satisfy the relationship. In the conventional rectangular independent tank system, the height Hs portion of the cover member 12 also has a double hull structure, but in the present invention, it can be changed to a single hull structure, and an increase in manufacturing cost and weight can be suppressed. .

  Next, a modified example of the ship shown in FIG. 1 will be described. Here, FIG. 4 is a figure which shows the modification of the ship shown in FIG. 1, (A) has shown the 1st modification, (B) has shown the 2nd modification. FIGS. 5A and 5B are diagrams showing a modification of the ship shown in FIG. 1, in which FIG. 5A shows a third modification, and FIG. 5B shows a fourth modification. In addition, about the same component as the ship shown in FIG. 1, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  In the modification shown in FIG. 4, the connection position of the cover member 12 is changed. In the first modification shown in FIG. 4A, the cover member 12 is connected along the outer shell 11 b of the hull 11. In the first modified example, since a gap with a sufficient distance D is formed between the rectangular tank 2 and the cover member 12, it is possible to easily design and install a reinforcing member such as the large bone 12a. Further, it is not necessary to increase the depth of the hull 11 (the distance between the inner shell 11a and the outer shell 11b) for the reinforcing member, and the increase in manufacturing cost and weight can be effectively suppressed.

  On the other hand, since there is no gap of the width W on the flat portion 11f of the hull 11, a passage cannot be formed on the hull 11. Therefore, it is preferable that a flat portion is formed at the upper portion of the connection position of the cover member 12 with the hull 11 and the flat portion is used as the passage 13. Further, it is preferable that a handrail 13 a is disposed outside the passage 13.

  In the second modification shown in FIG. 4B, the cover member 12 is connected along the inner shell 11 a of the hull 11. In the second modified example, since a gap with a sufficient distance D cannot be formed between the rectangular tank 2 and the cover member 12, the reinforcing members such as the large bone 12a and the longitudinal member 12b are, for example, the cover member 12 are arranged on the outer surface. On the other hand, since a gap with a width W on the flat surface portion 11 f of the hull 11 can be sufficiently taken, the passage 13 can be formed on the hull 11. In addition, when the large bone 12a occupies the gap of the width W, a through hole may be formed in the large bone 12a to secure the passage 13.

  In the modification shown in FIG. 5, the height Hd from the draft of the hull 11 is changed. In the third modification shown in FIG. 5A, the height Hd of the hull 11 from the draft is approximately 2/3 or less of the height H of the cover member 12 from the draft, for example, (1/2) · It is set so as to satisfy the relationship of H ≦ Hd ≦ (2/3) · H. This third modification is applied to a ship where drafts are likely to be deep, such as when liquefied gas or liquid having a high specific gravity is stored in the rectangular tank 2. In the third modification, the double hull structure portion is higher than the ship of the embodiment shown in FIG. 1, but the portion of about 1/3 of the height H from the draft of the cover member 12 is changed to the single hull structure. Therefore, the effect of the present invention can be sufficiently obtained as compared with a conventional rectangular independent tank type ship.

  In the fourth modification shown in FIG. 5B, the height Hd of the hull 11 from the draft is approximately 1/3 or less of the height H of the cover member 12 from the draft, for example, Hd ≦ (1/3). ) · H is set to satisfy the relationship. The fourth modified example is applied to a ship whose draft is likely to become shallow, such as when liquefied gas having a low specific gravity is accommodated in the rectangular tank 2. In the fourth modification, the double hull structure portion can be made lower than the ship of the embodiment shown in FIG. 1, and the effect of the present invention can be exhibited more effectively.

  Next, another embodiment of the ship according to the present invention will be described. Here, FIG. 6 is a figure which shows other embodiment of the ship which concerns on this invention, (A) is 2nd embodiment, (B) is 3rd embodiment, (C) is 4th embodiment, Is shown. In addition, the same code | symbol is attached | subjected about the same component as 1st embodiment shown in FIG. 1, and the overlapping description is abbreviate | omitted.

  In the second embodiment shown in FIG. 6A, the present invention is applied to a container ship. As shown in the figure, the cargo handling container 1 is composed of a hull 11 having a double hull structure and a cover member 12 having a single hull structure. A plurality of containers 6 are loaded in a space surrounded by the hull 11 and the cover member 12. The loading method of the container 6 can be the same as the conventional loading method, and illustrations of the lashing device and the lashing member are omitted. The cover member 12 includes a hatch cover 12c disposed on the ceiling portion and a hatch combing 12d disposed on the upper portion of the hull 11. In the second embodiment, the height of the hatch combing 12d is set to a height of one or more containers. Further, as shown in the drawing, a plurality of containers 6 may be stacked on the upper portion of the cover member 12 (hatch cover 12c). Note that a reinforcing member such as a large bone or a longitudinal member may be disposed in the hatch combing 12d.

  The third embodiment described in FIG. 6B also applies the present invention to a container ship. As shown in the figure, the cargo handling container 1 is composed of a hull 11 having a double hull structure and a cover member 12 having a single hull structure. A plurality of containers 6 are loaded in a space surrounded by the hull 11 and the cover member 12. The loading method of the container 6 can be the same as the conventional loading method, and illustrations of the lashing device and the lashing member are omitted. The cover member 12 includes a hatch cover 12c disposed on the ceiling portion and a hatch combing 12d disposed on the upper portion of the hull 11. In the third embodiment, the length of the leg portion of the hatch cover 12c is set to a length of one or more containers. Thus, by extending a leg part from hatch cover 12c, the height of cargo handling accommodating part 1 can be raised easily, and enlargement of cargo handling accommodating part 1 can be aimed at easily. Further, as shown in the drawing, a plurality of containers 6 may be stacked on the upper portion of the cover member 12 (hatch cover 12c). Note that a reinforcing member such as a large bone or a longitudinal member may be disposed in the hatch combing 12d.

  In the fourth embodiment shown in FIG. 6C, the present invention is applied to a bulk carrier. As shown in the figure, the cargo handling container 1 is composed of a hull 11 having a double hull structure and a cover member 12 having a single hull structure. A space surrounded by the hull 11 and the cover member 12 constitutes the storage 7. The storage 7 may be divided | segmented into the transversal direction of the hull by the partition member 71, for example. A hatch cover 72 is disposed on the ceiling of the cover member 12. By opening and closing the hatch cover 12, cargo handling can be accommodated in or discharged from the storage 7. The storage 7 and the hatch cover 72 may have various structures that are conventionally used, and are not limited to the illustrated structures.

  As shown in the second to fourth embodiments described above, even when the present invention is applied to a bulk carrier or a container ship, the cargo handling container 1 is composed of a hull 11 having a double hull structure and a single hull structure. The hull 11 having a double hull structure can be formed at substantially the same height as the deck 3 of the hull, even when the cargo handling container 1 is enlarged. An increase in cost and weight can be suppressed.

  Further, by applying the present invention to a bulk carrier or a container ship, a cargo handling unit 1 can accommodate a cargo handling such as gas, liquid, solid, a container containing these, and the like. The scope of cargo handling can be expanded. Here, “gas, liquid, solid” means a ship such as grain, food, mineral, steel, timber, crude oil, petroleum, petroleum product, chemical, chemical product, miscellaneous goods, machine product, machine part, etc. It means all things that can be transported by ship or container ship.

  In the above-described embodiment, the description has been made assuming a tanker, a container ship, and a bulk carrier as the “ship”. However, in the present invention, the “ship” is not limited to the above-described transport ship, and is widely self-propelled. It is intended to include a floating structure of the type or towing type. Moreover, the cargo handling accommodation part 1 does not need to be arrange | positioned between the bow 4 and the stern 5, and may be arrange | positioned in the position close to one of the bow 4 side or the stern 5 side.

  The present invention is not limited to the above-described embodiments, and the first modification to the fourth modification may be appropriately combined, and the first to fourth modifications are applied to the second to fourth embodiments. Of course, various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Cargo handling part 2 ... Square tank 3 ... Deck 4 ... Bow 5 ... Stern 6 ... Container 7 ... Storage 11 ... Hull 11a ... Inner shell 11b ... Outer shell 11c ... Duct keel 11d ... Under deck passage 11e ... Ballast tank 11f ... Planar part 12 ... Cover member 12a ... Large bone 12b ... Longitudinal member 12c ... Hatch cover 12d ... Hatch combing 13 ... Passage 13a ... Handrail 21 ... Support block 22 ... Claw opening part 23 ... Lid member 71 ... Partition member 72 ... Hatch cover

Claims (5)

In a ship having a cargo handling accommodating part capable of accommodating cargo handling in a part of the hull,
The cargo handling accommodating portion includes a hull having a double hull structure having an inner shell and an outer shell, and a cover member having a single hull structure connected to an upper portion of the hull and covering the cargo handling. A ship characterized by being formed at substantially the same height as the deck of the hull.   The connection position between the cover member and the hull is set within a width from the inner shell to the outer shell depending on a size of a reinforcing member arranged on the cover member. Item 2. The ship according to item 1.   3. The ship according to claim 2, wherein the cargo handling portion has a passage on an upper portion of a connection position of the cover member with the hull or outside a connection position of the hull with the cover member. .   2. The ship according to claim 1, wherein a plurality of the cargo handling accommodating portions are arranged along a longitudinal direction of the hull, and the cover member is configured to cover all of the cargo handling accommodating portions.   The ship according to claim 1, wherein the cargo handling is any one of gas, liquid, solid, or a container or square tank containing these.