KR102130307B1 - A vessel tank system - Google Patents

Abstract

The present invention is substantially symmetrical with respect to the central axis 111, the plurality of first partition spaces (21; 31, 21'; 21") and the central structure (11; 11'; 11") and two or more agents It is arranged between the two compartments 22a; 22a'; 22a", and two adjacent first compartments extend outward from the center structure in a substantially radial direction toward the hull side 13 In the tank system 2 of a hull 1; 1'; 1" separated from each other by a first bulkhead 211; 211'; 211", the third compartment 22b; 22b'; 22b") is divided into two adjacent first compartments 21 and opposite second compartments 22a; 22a'; 22a", the third compartment being the hull Disclosed is a tank system characterized by exhibiting a radial extension greater than the dimensioned maximum damage depth extension of (1).

Description

Ship tank system {A VESSEL TANK SYSTEM}

The present invention discloses a tank system of a hull that is substantially symmetrical about a central axis, in which several primary tanks are arranged between the central structure and two or more ballast tanks. The two adjacent first tanks are separated from each other by the primary bulkhead extending substantially radially outwardly from the central structure and outward towards the ship.

If a ship hull with a huge fluid tank arranged adjacent to the edge(s) of the hull is damaged on the hull side, the fluid is severely lost and consequently serious contamination of the surrounding seawater and coastal zones. Can occur. This is largely symmetrical (eg cylindrical or polygonal hulls) about the vertical central axis, especially in the offshore oil industry, where the amount of hull used in other floating drilling platforms, production, and storage facilities is as small as possible in the surrounding sea water. This is a drawback in that it may contain poorly soluble and/or toxic substances that must be released.

Government agencies generally require the industry to use a double bulkhead between tanks used for the marine transportation of contaminated fluids such as oil and the periphery of the vessel. The volume formed between the double bulkheads is often used as a ballast tank. As a result, the ballast tanks are generally arranged towards the periphery of the hull. If a full-loaded hull, in this case, the ballast tank becomes empty and is damaged on the ship's side, the inflow of seawater into or out of a large ballast tank volume can make the hull unstable. Requirements have often been entailed as to what depth in the hull the potential damage can be assumed to extend and where this damage will occur. For example, MARPOL requirements for some vessels require that the vessel must withstand damage extending up to 11.5 meters in the hull at any position along the side. For ships or ship-like structures, this requirement is often compensated for by the finer division of both ballast and cargo tanks along the ship's side. Following this principle for a hull that is generally symmetric about the vertical central axis will result in the hull having to be divided into a large number of tanks.

When damage occurs in the area of the bulkhead dividing the two tanks, the damage on the side becomes particularly serious, in which case contaminant fluid is leaked or the inflow of seawater into or out of two adjacent tanks or seawater from the tank This happens.

It is an object of the present invention to alleviate or reduce at least one drawback of the prior art or to provide a useful alternative to the prior art.

The above object is achieved by the features described in the following description and the following claims.

The hull of a ship generally has transverse bulkheads and longitudinal bulkheads for the division of the tanks. In a hull that is generally symmetric about the vertical central axis, the transverse bulkhead will generally be radial or approximately radial, and the longitudinal bulkhead will generally be tangential or approximately tangential. The tangential bulkhead is consequently straight or curved. In order to damage two adjacent tanks separated by a bulkhead in the radial direction, the damage must occur on both sides of the radial bulkhead. In the outer tanks, the damage can occur as long as the outer hull side penetrates both sides of the radial bulkhead; As a result, the impact of a colliding vessel in the vicinity of the radial bulkhead will probably cause maximum damage to all adjacent outer tanks. In order for the inner tanks to be damaged, the damage must extend in a larger radial direction than the radial extensions of the outer tanks. By designing the outer tanks with an extension in the radial direction greater than the estimated maximum damage penetration value, the possibility of damage to the inner tanks can be greatly eliminated. However, this solution will cause the hull size to increase significantly to maintain a sufficient cargo volume.

Accordingly, there is a need to provide a tank system in which the damage is exposed to a tank volume for inflow or outflow less than the prior art hull volume at the side of the hull which is generally symmetric about the vertical central axis. The solution to the above problem is based on the fact that, for example, damage on the hull side caused by collision with other ships hardly extends to the inside of the hull. This is of course due to the penetration resistance of the hull structure. In some areas, authorities have also established requirements regarding the distance between the bulkhead that partitions product tanks relative to the outer space and the outer hull side. The solution of the present invention is a radial bulkhead (first bulk) separating internal tanks (also called'primary tanks'), product tanks or cargo tanks. Heads: each of the primary bulkheads, in a known manner, is partitioned against the hull side by first ballast tanks (also called'secondary tanks') with normal radial extensions , Secondary ballast tanks (also called'tertiary tanks') provide greater radial extension than the dimensioning radial damage extension of the hull. Based on what is arranged. The second ballast tank may be partitioned by a radial bulkhead on one side, or may lie on an extension of the radial bulkhead. The extension of the second ballast tank in the direction of the periphery of the hull, similar to its radial extension, must conform to the dimensioning scale of the damage to which the hull is designed. Generally, in the case of a ship crash, the damage extension in the horizontal direction rarely exceeds about 10 meters. For extensions in both the radial and tangential directions of the second ballast tanks, the dimensional requirements represent only minimal extension, since the dimensional requirements in both cases can be further increased without departing from the scope of the present invention.

By doing so, in a collision or similar damage situation, the likelihood of two first tanks being damaged is significantly reduced, which means that the transitional damage between the two first tanks is in the direction of the periphery of the entire second ballast tanks and/or Or because the probability of extending through the radial extension and into the adjacent two first tanks, possibly into the first tank, the first ballast tank, and the second ballast tank is low. At best, the damage will only affect one tank (first tank, first ballast tank, or second ballast tank).

The present invention more specifically relates to a tank system of a hull that is substantially symmetrical with respect to the central axis, wherein a plurality of primary compartments is arranged between the central structure and two or more secondary compartments. A tank system in which two adjacent first compartments are separated from each other by a first bulkhead extending from the central structure toward the hull side outwards in a substantially radial direction, wherein one third compartment ) Is divided into two adjacent first compartments and opposite second compartments, the third compartment being more than the dimensioning maximum damage depth extension of the hull It is characterized by indicating an extension in a large radius direction.

In one embodiment, the third compartment represents a peripheral extension greater than the dimensioned maximum damage depth extension of the hull,

Several basic tanks are arranged between the central structure and two or more ballast tanks, and two adjacent first tanks are separated from each other by a first bulkhead extending outwardly from the center structure substantially radially outwards to the hull side. In the vessel tank system, one second ballast tank is divided into two adjacent first tanks and a second ballast tank opposite the first adjacent ballast tanks, and the second ballast tank is the dimensions of the hull. It is characterized by exhibiting an extension in the radial direction greater than the maximum damage depth extension.

The second ballast tanks may exhibit an extension in the peripheral direction that is greater than the dimensioned maximum damage depth extension of the hull.

The maximum dimensioned damage depth extension for the hull may follow the requirements of the'International Convention for the Prevention of Pollution from Ships (Marpol)'. Alternatively, the dimensioned maximum damage depth extension for the hull may be 10.50 meters.

The first bulkhead may partition the secondary tank against one of the adjacent first compartments.

In one embodiment, one or more of the first compartments are cargo tanks.

The second compartments are preferably ballast tanks. The third compartments are ballast tanks or cargo tanks. In one embodiment, the third compartments are condensate tanks. The second compartments are arranged along the perimeter of the hull.

The present invention relates to a ship comprising a hull equipped with a tank system as described above, wherein the ship is a service facility, process facility, or storage facility for the marine hydrocarbon sector, a service facility for a marine wind farm, or energy conversion. Facilities, or accommodations.

Hereinafter, an embodiment of a preferred form will be described in detail with reference to the accompanying drawings.
1 is a schematic plan view of a cross section of a hull with a tank system according to the invention.
Fig. 2 is a view similar to Fig. 1, showing a plan view showing three different damages on the hull.
3 is a schematic perspective view of one embodiment of a hull with 20 corners with a stabilization skirt surrounding the lower part of the hull.
4 is a schematic perspective view of another embodiment of a hull with a stabilizing edge surrounding the lower part of the hull.
5 is a schematic cross-sectional view of a hull to which another embodiment of a tank system according to the present invention is applied.
6 is a schematic cross-sectional view of a hull to which another embodiment of a tank system according to the invention is applied.

In the drawings (particularly FIGS. 1 and 2 ), member number 1 denotes a hull floating in the sea 4 which is substantially symmetrical about the central axis 111. The hull 1 is provided with a tank system 2 surrounding the center structure in the form of a center space 11, the center space itself being the hull 1 and the sea 4 Alternatively, it may be a vertical open passage between the seabed (not shown) and through the hull 1 for passing equipment (not shown), for example a pipe or hose. The central space 11 is partitioned by the central bulkhead 12 against the tank system 2. Alternatively, the central space 11 may be formed as a cargo tank.

The hull 1 is provided with a stabilizing skirt 14 according to the prior art in the embodiment shown in Fig. 3, which stabilizes outwardly projecting outward in a substantially horizontal direction from the bottom of the hull side 13 do.

Referring to FIG. 1, the tank system 2 includes a plurality of first tanks 21 in the form of a cargo tank partitioned against the hull side 13 by a plurality of ballast tanks 22. The first tanks 21 are separated from each other by a first bulkhead 211 extending substantially in the radial direction of the hull 1. At least a portion of the first bulkhead 211 extends between the central bulkhead 12 and the hull side 13.

The central structure formed by the central space 11 with the central bulkhead 12, and one or more first tanks 21 with each first bulkhead 211 are shaped according to the range of use of the hull. Can be changed. One or more of the central space 11 and the first tanks 21 can be replaced with other volumes, for example process facilities, without changing the concept of the invention.

The ballast tanks 22, which are divided in the radial direction by the hull side 13, are formed of a plurality of first ballast tanks 22a, whose extension in the radial direction depends on the total demand of the ballast volume of the hull 1 Is substantially determined by; And by the second bulkheads 221 extending substantially parallel to the hull side 13, also having a radial extension greater than the dimensioned maximum damage depth of this type of hull, for example 2012 By the second ballast tanks 22b larger than 10.50 meters as defined in the'International Convention for the Prevention of Pollution from Ships' (Marpol) on 1 November It is partitioned against one tank (21).

One second ballast tank 22b associated with the first bulkhead 211 in each radius direction and the first ballast tank 22a having normal dimensions is arranged, and the second ballast tanks 22b ) Protrudes radially toward the inside of the adjacent first tank 21.

1 and 2, each second ballast tank 22b includes a portion 211a of the first bulkhead 211, a portion 13a of the hull side 13, and a second ballast tank 22b. 3 is partitioned by the bulkhead 231, alternatively, if the first bulkhead 211 is the third bulkhead, such as the second ballast tank 22b' of the central space 11 shown in FIG. If the second ballast tank 22b protrudes into two adjacent first tanks 21, such as extending outward in the radial direction to be connected to the inner portion in the radial direction of 231, the second ballast tank 22b ) Is defined by a portion 13a of the hull side 13 and a third bulkhead 231.

The second ballast tanks 22b have a vertical extension substantially corresponding to the vertical extension of the first tanks 21.

The central bulkhead 12, the first bulkheads 211, the second bulkheads 221, the third bulkheads 231, and the hull side 13 are, for example, horizontal and themselves. And/or known reinforcement elements, not shown, such as vertical ribs.

For example, in a possible damage situation in which one ship collides with the hull 1, the following basically different situation may occur.

a) a situation in which a hole is drilled in the hull side 13 partitioning the first ballast tank 22a, and the bulkhead 221 of the first ballast tank 22a, which is the first hull damage 3a in FIG. 2 Is shown.

b) A situation in which a hole is drilled in the hull side 13 partitioning the second ballast tank 22b, which is illustrated by the second hull damage 3b in FIG.

c) the hull side 13 partitioning the first tank 21 and the second ballast tank 22b, and the first bulk partitioning the second ballast tank 22b opposite the adjacent first ballast tank 22a A situation in which a hole is drilled in the head portion 211a, which is shown as the third hull damage 3c in FIG. 2.

d) A situation in which a hole is drilled in the hull side 13 in the region between the first ballast tank 22a and the second ballast tank 22b, which is illustrated as the fourth hull damage 3d in FIG. 2.

In the damage situation a), the tank volume that can be filled with incoming water will be limited to one first tank 21 and the damaged first ballast tank 22a. The volume of the first tank 21 is smaller than the volume corresponding to the first tank according to the prior art, which is the second ballast tank 22b adjacent to the first tank 21 in the tank system 2 according to the present invention. This is because the volume is reduced by the volume occupied by. The impact in this damage situation is less than the tank system according to the prior art.

In the damage situation b), the tank volume that can be filled with incoming water will be limited to one second ballast tank 22b. The second ballast tank 22b has a significantly smaller volume than the first tank according to the prior art and the adjacent first ballast tank 22a, which in the tank system according to the invention the second ballast tank 22b is the hull side This is because it constitutes a small volume portion defined by (13) and two adjacent first bulkheads (211). The impact in this damage situation is significantly less than the tank system according to the prior art.

In the worst case damage scenario, damage situation c), the tank volume that can be filled with incoming water will be limited to the first and second ballast tanks 22a, 22b, and the first tank 21. The tank volume affected by the damage is equal to that of the ballast tank according to the prior art and the first tank arranged further. The impact in this damage situation is the same as the damage suffered by the first tank in the tank system according to the prior art.

In the damage situation d) of the same magnitude as the damage situation c), when the tank volume is affected, the damage is limited to the first ballast tank 22a and the second ballast tank 22b and the first tank 21.

The horizontal extension in the circumferential direction and the radial direction of the second ballast tank 22b significantly reduces the risk of collision of drilling holes in the two first tanks 21. Thus, when the hull side 13 is damaged and part of the tank system, i.e. at most one first tank 21 and one or several ballast tanks 22a, 22b, is filled with water due to collisions with other vessels, more A tank system 2 that maintains great stability is provided in the present invention.

4 shows another embodiment of the hull 1 ′ which is substantially symmetrical about the central axis 111. The hull 1'is supported by a support 15, and has a stabilizing edge 14' protruding outward in a substantially horizontal direction from the lower portion of the hull.

The tank configuration shown in FIG. 5 includes a central space 11', which may be a vertical, open passage through the hull or a closed compartment (eg tank) for cargo or equipment.

The ones arranged around the central space 11' are first compartments (eg, cargo tanks), where the primary first compartments 21' and the secondary first compartments 31 are 2 It is arranged in a concentric group of dogs.

The ballast compartments in the radial direction (e.g., tanks) 22a', 22b' partitioned by the hull side 13 are some of which the radial extension is substantially determined by the total demand for the ballast volume of the hull. It is formed of first ballast tanks 22a' (also referred to as "secondary tanks" above), by a bulkhead 221' extending substantially parallel to the hull side, and of this type of hull Extension in the radial direction greater than 10.50 meters, as defined in the International Convention for the Prevention of Pollution from Vessels (MARPOL), for example, 1 November 2012, greater than the maximum dimensioned damage depth extension for It is divided by the second ballast tanks (22b') having a first tank (21').

As in the above-described embodiment, one second ballast tank 22b' is associated with the first bulkhead 211 in the radial direction, and the first ballast tank 22a' of normal dimensions, respectively, and the second ballast The tanks 22b' protrude radially toward the adjacent first tanks 21'.

Fig. 6 shows another embodiment of the hull 1" which is substantially symmetrical about the central axis 111. The tank configuration shown in Fig. 6 is a vertical, open passage through the hull, cargo or It includes a central space 11" which can be a closed compartment (eg tank) for the installation.

The ones arranged around the central space 11" are the first compartments (eg cargo tanks) 21". These compartments are also referred to as "first compartments".

The first ballast tanks 22a" (also referred to as "first compartments") are arranged around the hull periphery. The second ballast tanks 22b" (also referred to as "third compartments") Is) is arranged in the radial direction inside the second partition spaces 22a", and in the above-described embodiments, one third partition space 22b" is respectively the first bulkhead 211" in the radial direction. And protrudes in the radial direction into the adjacent first partition space 21". The first compartment 21a" may be a cargo hold (for example for LNG); the second compartments 22a" may be a first ballast tank; The third compartment 22b" may be a second ballast tank or dock (eg for condensate).

Claims (12)

Symmetric about the central axis 111, the plurality of first partition spaces 21; 31, 21'; 21") is the central structure 11; 11'; 11" and two or more second partition spaces ( 22a; 22a'; 22a"), wherein two adjacent first compartments extend radially outwardly from the central structure toward the hull side 13 in the first bulkhead In the tank system 2 of the hull (1; 1'; 1") separated from each other by (211; 211'; 211"), the third compartment 22b; 22b'; 22b" Partitioned opposite two adjacent first compartments 21 and against adjacent second compartments 22a; 22a'; 22a", the third compartment being dimensioned of the hull 1 A tank system characterized by exhibiting a radial extension greater than the maximum damage depth extension. The tank system according to claim 1, wherein the third partition space protrudes into the first tank in a radial direction. 2. Tank system according to claim 1, characterized in that the third compartment represents a peripheral extension greater than the dimensioned maximum damage depth extension of the hull (1). The tank system according to claim 1, wherein the dimensioned maximum damage depth extension of the hull conforms to the requirements of the International Convention for the Prevention of Pollution from Ships (MARPOL). . The tank system of claim 1, wherein the dimensioned maximum damage depth extension of the hull is 10.50 meters. The tank system according to claim 1, wherein the first bulkhead partitions a third partition space opposite one of the adjacent first partition spaces. The tank system according to claim 1, wherein at least one of the first compartments (21; 31, 21; 21") is a cargo tank. The tank system according to claim 1, wherein the second compartments (22a; 22a'; 22a") are ballast tanks. 9. The tank system according to claim 8, wherein the third compartments (22b; 22b'; 22b") are ballast tanks or cargo tanks. 10. The tank system according to claim 9, wherein the third compartments (22b") are condensate tanks. The tank system according to claim 1, wherein the second compartments are arranged along the periphery of the hull. A ship comprising a hull with a tank system (2) according to claim 1, wherein the ship is a service facility, a process facility or storage facility for the marine hydrocarbon sector, a service facility for an offshore wind farm or an energy conversion facility, or A ship characterized by providing accommodation.

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