CN104936858A - A vessel tank system - Google Patents

Abstract

A tank system (2) for a hull (1), substantially symmetrical about a centre axis (111) is described, where several primary tanks (21) are arranged between a centre structure (11, 12) and two or more ballast tanks (22), and where two adjacent primary tanks (21) are mutually separated by a primary bulkhead (211) extending from the centre structure (11, 12) and in a substantially radial direction outwards towards a hull side (13), where a secondary ballast tank (22b) is delimited against two adjacent primary tanks (21) and against adjacent primary ballast tanks (22a), as the secondary ballast tanks (22b) show a radial extension greater than a dimensioning, maximum damage depth extension for the hull (1).

Description

Cabin system

technical field

The invention relates to a tank system for a hull substantially symmetrical about a central axis, in which several primary tanks are arranged between a central structure and two or more ballast tanks, and in which two adjacent The primary compartments are separated from each other by primary bulkheads extending from the central structure and extending generally radially outwards towards the sides of the hull.

Background technique

If a hull with larger fluid tanks arranged on the side(s) of the hull is damaged on the side of the hull, severe loss of fluid and thus potentially severe pollution of the surrounding water and shoreline can occur. Especially in the offshore oil industry, it is disadvantageous that the hull is generally symmetrical about a vertical central axis (for example, a cylindrical or polygonal hull) and is used in other floating drilling platforms, production and storage facilities, which may contain trace amounts of of degradable and/or toxic substances, as small as possible of these substances can be released into the surrounding water bodies.

Public authorities generally require the industry to employ double bulkheads between tanks used for the marine transport of polluting fluids, such as petroleum, and the ship's surroundings. The volume formed between the double bulkheads is often used as a ballast tank. The ballast tanks are thus generally arranged to the periphery of the hull. If a fully loaded hull, in which the ballast tanks are thus empty, is breached at the side of the hull, water flowing into or out of the larger ballast tanks can destabilize the hull. There is often a need that personnel may need to assume how deep into the hull potential damage may extend, and where on the hull damage may occur. For example in the MARPOL requirements for some ships, it is required that the ship must survive damage extending up to 11.5 meters in the hull anywhere along the ship's side. For ships or ship-like structures, they are often balanced by the fine division of ballast and cargo tanks along the ship's sides. According to this principle, for a hull which is substantially symmetrical about a vertical central axis, it will be necessary to divide the hull into a large number of compartments.

Damage in the sides of the hull is especially serious if damage occurs in the region of the bulkhead separating two compartments, so that spillage of polluted fluid or water inflow or outflow from two adjacent compartments occurs.

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

Contents of the invention

This object is achieved by the features pointed out in the following description and in the following claims.

The hull of a ship usually has transverse bulkheads and longitudinal bulkheads for dividing the tanks. For a hull that is generally symmetrical about a vertical central axis, the transverse bulkheads will typically be radial or generally radial, and the longitudinal bulkheads will typically be tangential or generally tangential. Tangential bulkheads can again be straight or curved. In order to damage two adjacent compartments separated by a radial bulkhead, the damage must occur on both sides of the radial bulkhead. For the outer compartments, such damage may occur whenever the outer hull sides are penetrated on both sides of the bulkhead; consequently an impact with a colliding ship in the vicinity of the radial bulkhead will likely cause damage to two adjacent outer compartments. damage. In order for the inner compartment to be damaged, the damage must extend radially longer than the radial extent of the outer compartment. By designing the outer compartment to have a greater radial extension than the maximum hypothetical damage penetration length, the possibility of damage to the inner compartment is largely eliminated. However, such a solution would result in the size of the hull being significantly increased in order to maintain sufficient cargo volume.

Therefore, there is the task of providing a tank system in which a damage to the hull side of a hull approximately symmetrical about a vertical center axis exposes a smaller tank volume than prior art tank volumes to Fluid flowing in or out. The solution to this task is based on the fact that damage in the sides of the hull, caused eg by a collision with another ship, rarely extends further into the hull. Of course this is due to the penetration resistance of the hull structure. In some areas, regulatory authorities also set requirements regarding the distance between the outer hull sides and the bulkheads abutting the product compartments against the outer spaces. The proposed solution is based on the fact that for individual radial bulkheads (primary bulkheads) separating a plurality of inner compartments also known as primary compartments, product or cargo compartments also known as secondary compartments and having conventional radial bulkheads Extended lengthwise, this product or cargo hold is delimited against the side of the hull in a known manner by a primary ballast tank, a secondary ballast tank also called a tertiary tank, which is arranged with a The radial damage extension of the indicated dimension is longer than the radial extension. The secondary ballast tank may be bounded on one side by a radial bulkhead, or it may extend along the radial bulkhead. The extent of the secondary ballast tank in the peripheral direction of the hull must be similar to its radial extent to accommodate the dimensioned extent of the damage for which the hull is designed. Typically, for ship collisions, damage in the horizontal direction rarely extends beyond about 10 meters. For the radial and tangential extensions of the secondary ballast tanks, the requirements for the indicated dimensions will only represent a minimum extension, since both dimensions can be further increased without changing the principle of the invention.

In the event of a collision or similar damage, the probability of damage to the two primary tanks can thus be significantly reduced, since damage in the transition between the two primary tanks has the potential to extend through the entire secondary ballast Peripheral and/or radial extent of the tank and less likelihood of entry into two adjacent primary tanks, damage could enter a primary tank, a primary ballast tank, and a secondary ballast tank in the cabin. In the best case, the damage will only affect one tank (either a first class tank, a second class tank or a second ballast tank).

In particular the invention relates to a tank system for a hull which is substantially symmetrical about a central axis, wherein a plurality of primary compartments are arranged between a central structure and two or more secondary compartments, and two of which are adjacent The primary compartments are separated from each other by primary bulkheads extending from the central structure and extending generally radially outwards towards the sides of the hull, characterized in that the tertiary compartments are adjacent to two A primary compartment abuttingly bounded and abuttingly bounded with an adjacent secondary compartment, the tertiary compartment exhibiting a radial extension longer than a maximum damage depth extension of a dimensioned hull.

In one embodiment, said tertiary compartment exhibits a peripheral extension longer than a maximum damage depth extension of said hull's nominal size.

wherein several primary tanks are arranged between the central structure and two or more ballast tanks, and wherein two adjacent primary tanks are separated from each other by primary bulkheads, said primary tanks a wall extending from the central structure and extending generally radially outwards towards the hull sides, characterized in that a secondary ballast tank is bounded against two adjacent primary tanks and is bounded by an adjacent primary ballast tanks, the secondary ballast tanks exhibiting a radial extension longer than a dimensionally dimensioned maximum damage depth extension of the hull.

The secondary ballast tanks may exhibit a peripheral extension longer than a maximum damage depth extension of a dimensioned hull.

The maximum damage depth extension of the indicated size of the hull may comply with the requirements of the International Convention for the Prevention of Pollution from Navigating Ships (MARPOL). Optionally, the maximum damage depth extension of the marked size of the hull may be 10.5 meters.

The primary bulkhead enables the secondary compartment to be bounded against one of the adjacent primary compartments.

In one embodiment one or more of said primary compartments are cargo compartments.

The secondary compartment is preferably a ballast tank. The tertiary compartments are ballast tanks or cargo tanks. In one embodiment, the tertiary compartment is a condensation compartment. The secondary compartment is arranged along the outer periphery of the hull.

The invention also relates to a ship comprising a hull with a tank system as described above, wherein said ship is a service, processing or storage facility for the field of marine hydrocarbons, service or energy for marine wind farms Convert equipment, or provide shelter.

Description of drawings

In the following, examples of preferred modes of embodiment are explained with reference to the accompanying drawings, in which:

Figure 1 is a schematic schematic diagram of a horizontal section of a hull with a tank system according to the present invention;

Figure 2 is a schematic diagram similar to that of Figure 1 but showing three different damages on the hull;

Figure 3 is a schematic perspective view of an embodiment of a 20-sided hull provided with a stabilizing skirt around the lower part of the hull;

Figure 4 is a schematic perspective view of another embodiment of a hull provided with a stabilizing skirt around the lower part of the hull;

Figure 5 is a schematic horizontal section view of a hull with another embodiment of the tank system according to the invention;

Figure 6 is a schematic horizontal section view of a hull with a further embodiment of the tank system according to the invention.

Detailed ways

In the drawings (especially with reference to FIGS. 1 and 2 ), reference numeral 1 designates a hull floating in a body of water 4 and substantially symmetrical about a central axis 111 . The hull 1 is provided with a tank system 2 enclosing a central structure in the shape of a central space 11 which itself may be a vertical open passage through the hull 1 for making eg pipes and soft Equipment such as pipes (not shown) pass between the hull 1 and the body of water 4 or seabed (not shown). The central space 11 is delimited by a central bulkhead 12 abutting against the cabin system 2 . Alternatively, the central space 11 may be formed as a cargo compartment.

The hull 1 is arranged in the embodiment shown in FIG. 3 with a stabilizing skirt 14 according to the prior art, which protrudes substantially horizontally outwards from the lower part of the hull side 13 .

With reference to FIG. 1 , the tank system 2 comprises several primary tanks 21 in the form of cargo tanks delimited by several ballast tanks 22 abutting against the sides 13 of the hull. The primary compartments 21 are separated from each other by a primary bulkhead 211 extending substantially in the radial direction of the hull 1 . At least some of the primary bulkheads 211 may extend between the central bulkhead 12 and the hull side 13 .

The central structure formed by the central space 11 and with its central bulkhead 12 and one or more primary compartments 21 with their primary bulkheads 211 can change shape depending on the scope of use of the hull. One or more of the central space 11 and the first stage 21 may be replaced by other volumes, such as processing equipment, without changing the inventive concept.

The ballast tanks 22 bounded radially by the hull sides 13 are formed by several primary ballast tanks 22a and secondary ballast tanks 22b, the radial extension of which primary ballast tanks 22a substantially passes through the hull 1, and the primary ballast tank 22a is delimited in abutment against the primary tank 21 by a secondary bulkhead 221 extending substantially parallel to the hull side 13, the secondary ballast tank 22b has a radial extension longer than the maximum damage depth extension for the indicated size of the hull of that type, for example longer than 10.5 meters as defined in the Regulations for the Prevention of Pollution from Vessels dated 1 November 2012 International Convention (MARPOL).

There is arranged a secondary ballast tank 22b associated with each radial primary bulkhead 211 and standard marked dimensions of the primary ballast tank 22a, which will protrude radially into the adjacent one In class cabin 21.

In the embodiment shown in Figures 1 and 2, each secondary ballast tank 22b is bounded by a portion 211a of the bulkhead 211, a portion 13a of the hull side 13, and a tertiary bulkhead 231, optionally if the secondary ballast tank If the load tanks 22b protrude into two adjacent primary tanks 21, then each secondary ballast tank 22b is delimited by a part 13a of the hull side 13 and a tertiary bulkhead 231, since the primary bulkhead 211 only radially outwards Extending to connect radially inwardly with the tertiary bulkhead 231 , as shown in FIG. 1 is the secondary ballast tank 22b ′ to the left of the central space 11 .

The secondary ballast tank 22 b has a vertical extension substantially corresponding to the vertical extension of the primary tank 21 .

The central bulkhead 12 , the primary bulkhead 211 , the secondary bulkhead 221 , the tertiary bulkhead 231 and the hull sides 13 are arranged in such a way as to be known per se with not shown stiffening elements, for example horizontal and/or vertical Straight ribs.

In the event of possible damage, where for example a ship collides with the hull 1, the following main different situations may arise:

a) The hull side 13 defining the primary ballast tank 22a and the bulkhead 221 of the primary ballast tank 22a are penetrated, as shown by the first hull damage 3a shown in FIG. 2 .

b) The hull side 13 delimiting the secondary ballast tank 22b is pierced as shown by the second hull damage 3b shown in FIG. 2 .

c) the hull side 13 delimiting the primary tank 21 and the secondary ballast tank 22b and the primary bulkhead portion 211a bounded so that the secondary ballast tank 22b abuts against the adjacent primary ballast tank 22a is penetrated, This is shown by the third hull damage 3c shown in Figure 2.

d) The hull side 13 in the area between the primary ballast tank 22a and the secondary ballast tank 22b is pierced, as shown by the fourth hull damage 3d shown in FIG. 2 .

In damage case a), the tank volume that can be filled with inflowing water will be limited to one primary tank 21 and the damaged primary ballast tank 22a. The volume of the primary tank 21 is smaller than that of a corresponding primary tank according to the prior art, since the primary tank 21 in the tank system 2 according to the invention has a reduced volume, since this reduced volume is The adjacent secondary ballast tank 22b is occupied. The consequences of such a damage situation are less severe than with tank systems according to the prior art.

In damage case b), the tank volume that can be filled with inflowing water will be limited to one secondary ballast tank 22b. The secondary ballast tank 22b has a significantly smaller volume than the primary tank according to the prior art and the adjacent primary ballast tank 22a, since the secondary ballast tank 22b in the tank system according to the invention consists of a hull side 13 and a fraction of the volume defined by two adjacent primary bulkheads 211. The consequences of such a damage situation are significantly less severe than those of the tank volumes according to the prior art.

In damage case c), which is the worst damage case, the tank volume that can be filled with inflowing water will be limited to a primary ballast tank 22a, a secondary ballast tank 22b and a primary Cabin 21. In total, the tank volume affected is equal to the sum of the volume of the ballast tank according to the prior art and the volume of the primary tanks arranged further in the tank system. The consequences of such a damage situation are the same as for a damage on a primary tank of tank volume according to the prior art.

In damage case d), which is the same as case c) when considering the tank volumes affected, the damage is limited to a primary ballast tank 22a, a secondary ballast tank 22b and a primary Cabin 21.

The horizontal extent of the secondary ballast tanks 22 b in the peripheral direction and in the radial direction significantly reduces the risk of collisions through the two primary tanks 21 . Therefore, the present invention provides a kind of tank system 2, and this tank system 2 when hull side 13 suffers damage and some parts of tank system, namely at most one or several ballast tanks 22a, 22b and one primary tank 21 with When another boat collides and is filled with water, greater stability is maintained.

Figure 4 shows another embodiment of a hull 1' which is substantially symmetrical about a central axis 111. The hull 1' is arranged with a stabilizing skirt 14' supported by struts 15, which protrudes substantially horizontally outwards from the lower part of the hull.

The tank configuration shown by Figure 5 includes a central space 11' which may be a vertical open passage through the hull or closed compartments (e.g. tanks) for cargo or equipment.

Arranged around the central space 11' are primary compartments (e.g. cargo compartments) arranged in two concentric sets of first primary compartments 21' and second primary compartments 31.

The ballast compartments (e.g. tanks) 22a', 22b' bounded radially by the hull sides 13 are composed of several primary ballast tanks 22a' (referred to above as "secondary tanks") and secondary ballast tanks 22b', the radial extension of the primary ballast tank 22a' is substantially determined by the overall requirements for the ballast volume of the hull, and the primary ballast tank 22a' is substantially parallel to the hull side 13 by Extended secondary bulkhead 221' is bounded in abutment against primary tank 21', the secondary ballast tank 22b' having a radially greater extent than the maximum damage depth extension for the indicated size of the hull. The extended length is, for example, longer than 10.5 meters, which is defined in the International Convention for the Prevention of Pollution from Aircraft Ships (MARPOL) of November 1, 2012.

As described in the above embodiments, a secondary ballast tank 22b' is associated with each radial primary bulkhead 211' and the standard marked dimensions of the primary ballast tank 22a', the secondary ballast tank 22b' will protrude radially into the adjacent first stage 21 '.

Fig. 6 shows a further embodiment of a hull 1" that is substantially symmetrical about a central axis 111. The tank configuration shown by Fig. 6 includes a central space 11", which may be used for the passage of cargo or equipment. A vertical open passage in a hull or closed compartment (eg, tank).

Arranged around the central space 11" is a primary compartment (eg cargo compartment) 21". These compartments may also be referred to as "primary compartments".

A primary ballast tank 22a" (also called a "secondary tank") is arranged around the outer periphery of the hull. A secondary ballast tank 22b" (also called a "tertiary tank") is radially arranged in the secondary tank 22a ", and as described in the above embodiments, a tertiary compartment 22b" is associated with each radial primary bulkhead 211" and protrudes radially into the adjacent primary compartment 21". The primary tank 21a" may be a cargo holding tank (for example, for LNG (liquefied natural gas)); the secondary tank 22a" may be a primary ballast tank; and the tertiary tank 22b" may be a secondary ballast tank or Cargo holding compartments (for example, for condensation).

Claims (11)

1. A tank system (2) for a hull (1; 1'; 1") substantially symmetrical about a central axis (111), wherein a plurality of primary compartments (21; 31, 21'; 21") is arranged between a central structure (11; 11'; 11") and two or more secondary compartments (22a; 22a'; 22a"), and wherein two adjacent primary compartments pass through walls (211; 211'; 211") extending from the central structure and generally radially outwards towards the hull sides (13) , characterized in that the tertiary compartment (22b; 22b'; 22b") abuts against two adjacent primary compartments (21) and is bounded by the adjacent secondary compartment (22a; 22a'; 22a") Abuttingly defined, said tertiary compartment exhibits a radial extension longer than the maximum damage depth extension of said hull (1) dimensioned. 2. Tank system according to claim 1 , wherein said tertiary tank exhibits a peripheral extension longer than the maximum damage depth extension of said hull (1) dimensioned. 3. Tank system according to claim 1 or 2, wherein the maximum damage depth extension of the marked size of the hull complies with the requirements of the International Convention for the Prevention of Pollution from Navigating Ships (MARPOL). 4. Tank system according to claim 1 or 2, wherein the hull is dimensioned for a maximum damage depth extension of 10.5 metres. 5. The tank system of claim 1, wherein the primary bulkhead delimits the tertiary compartment abutting one of the adjacent primary compartments. 6. Tank system according to any one of claims 1 to 5, wherein one or more of said primary compartments (21; 31, 21';21") are cargo tanks. 7. Tank system according to any one of claims 1 to 6, wherein said secondary tanks (22a; 22a';22a') are ballast tanks. 8. Tank system according to any one of claims 1 to 7, wherein said tertiary tanks (22b; 22b'; 22b") are ballast tanks or cargo tanks. 9. Chamber system according to claim 8, wherein said tertiary chamber (22b") is a condensation chamber. 10. The tank system according to any one of claims 1 to 9, wherein the secondary compartments are arranged along the outer periphery of the hull. 11. A ship comprising a hull (1) with a tank system (2) according to any one of the preceding claims 1-10, wherein said ship is for service, processing in the field of marine hydrocarbons Or storage equipment, service or energy conversion equipment for marine wind farms, or provide accommodation.