Buffering structure for fender of polar icebreaker

Abstract

The invention discloses a fender buffering structure of a polar icebreaker. The fender buffering structure comprises a fender buffering structure body composed of an outer-layer steel structure and an inner-layer elastic structure. The outer-layer steel structure comprises a fender top plate, fender side plates, fender front and rear end coamings, end limiting cushion blocks, middle limiting cushion blocks and inner limiting toggle plates, the fender top plate, the fender side plates, the fender front and rear end coamings and the hull outer plate form a closed structure, the end limiting cushion blocks are arranged at the two ends of each fender side plate, the middle limiting cushion blocks are arranged in the middles of the fender side plates, and the inner limiting toggle plates are arranged in the middle of the fender side plates. A plurality of internal limiting toggle plates are arranged between the fender side plate and the hull outer plate, and the inner-layer elastic structure is limited through the end limiting cushion blocks, the middle limiting cushion blocks and the internal limiting toggle plates. The device is suitable for ship-ice and ship-ship collision scenes in a polar region complex environment, has a good buffering effect and can provide a good protection effect on a ship body; a fender buffer structure protection area is flexibly arranged according to ship design requirements and functions; and the low-temperature resistance meets the long-term use requirements in a low-temperature environment.

Description

Technical Field

[0001] The invention relates to a polar icebreaker fender buffer structure and belongs to the technical field of ship design. Background Art

[0002] Polar icebreakers usually have functions such as channel opening and emergency rescue according to their design missions. Due to the particularity of the polar environment, icebreakers may encounter severe ship-ice collision scenarios such as iceberg collisions, which pose a certain threat to the safety of the hull structure. In addition, if emergency rescue, towing and other work are carried out in the harsh polar environment, the probability of ship-to-ship collision accidents will also be higher than in the conventional open water navigation environment. Reasonable setting of fender buffer structure can play a role in buffering and energy absorption, reduce the damage to the hull structure caused by collision, and extend the service life of the ship; at the same time, it can reduce the noise generated by the collision and improve the working environment on board. In addition, compared with the hull structure, the fender device has low cost and is easy to maintain. In extreme cases, it can also be damaged before the hull. Therefore, the design and selection of reasonable fender types and quantities are of certain significance to the safe operation and economic cost of the ship.

[0003] Marine fenders are usually used in engineering ships, such as dredgers, mud barges, pile-driving boats, transport boats, etc. Because during berthing, mooring or operation, the side structure of the engineering ship is usually difficult to avoid the impact load from the dock or the docked ship. According to the material, fenders can be divided into wood, steel, rubber, composite materials, etc. Wooden fenders were widely used in early ships. Due to environmental reasons and the emergence of many new fenders, wooden fenders have now been gradually eliminated. Composite fenders made of thermoplastics show good energy absorption performance, but the stiffness is small under large deformation conditions, and their application is not yet widespread. Steel fenders and rubber fenders are the two most widely used forms. Large engineering ships generally hang rubber fenders on the outside of both sides (such as Figure 1 Small and medium-sized engineering vessels are mostly welded with steel fenders on the side.

[0004] Typical cross-sections of rubber fenders and steel fenders are as follows: Figure 2a and Figure 2b As shown:

[0005] Steel fenders are high in strength and can withstand large impact forces. They are also durable and have good corrosion resistance. Under normal use and maintenance, they have a long service life. However, their elasticity is poor, and their impact buffering effect is not as good as fender materials with good elasticity. Unlike the relatively single berthing operation scenario of engineering ships, the load-bearing scenarios for polar ships are complex. Depending on their design requirements and functions, there may be large areas of collision risk areas. The existing steel fender design has poor buffering effect, and the load of the ship is more concentrated on the side deck area where the fender is installed. The protection area and effect are limited, which may cause more serious damage to the fender itself or the hull structure.

[0006] Rubber fenders are relatively easy to install and maintain, have good elasticity, can absorb high impact energy, are highly adaptable to ship roll and pitch, and are widely used. However, their performance will be affected by environmental factors. If they are exposed to extreme temperatures, direct sunlight, acids, alkalis, oils, and organic solvents for a long time, they may age or become damaged faster. For polar ships, the low-temperature resistance of existing rubber fenders is difficult to meet the requirements of long-term use in low-temperature environments. In addition, like the existing steel fender design, its protection area and effect are also limited.

[0007] Therefore, the existing fenders are difficult to meet the use requirements of polar icebreakers in terms of structural configuration and materials, and there is room for improvement. Summary of the invention

[0008] In order to solve the above technical problems, the present invention provides a polar icebreaker fender buffer structure, which can be applicable to ship-ice and ship-ship collision scenarios in complex polar environments, and can provide good protection for the hull structure; it can be applicable to ship-ice and ship-ship collision scenarios in complex polar environments, and has a good buffering effect; the fender material protection area can be flexibly set according to the ship design requirements and functions; the low-temperature resistance performance meets the use requirements in long-term low-temperature environments.

[0009] In order to achieve the above technical objectives and the above technical effects, the present invention is implemented through the following technical solutions:

[0010] The present invention provides a polar icebreaker fender buffer structure, comprising a fender buffer structure body, wherein the fender buffer structure body is a double-layer buffer energy absorption structure, comprising an outer steel structure and an inner elastic structure which are independently arranged. The outer steel structure cover is arranged on the outer plate of the hull to cope with collision scenarios with small impact energy and limited impact on the ship; the inner elastic structure is arranged on the outer plate of the hull and located inside the outer steel structure, and is used to assist in coping with collision scenarios with large impact energy and large impact on the ship, thereby playing an energy absorption role.

[0011] Preferably, the outer steel structure comprises a fender top plate, fender side plates, fender front and rear end panels, end limit pads, middle limit pads and internal limit toggle plates, the fender top plate is arranged parallel to the hull outer plate, the fender side plates are provided with two and are arranged on both sides of the fender top plate, the fender front and rear end panels are provided with two and are arranged at both ends of the fender top plate, the fender top plate, the fender side plates and the fender front and rear end panels form a closed structure with the hull outer plate, each of the fender side plates is provided with the end limit pads at both ends, at least one middle limit pad is provided in the middle of the fender side plate, a plurality of the internal limit toggle plates are evenly spaced between the fender side plate and the hull outer plate along the length direction of the fender side plate, and the inner elastic structure is pressed between the two oppositely arranged end limit pads, the middle limit pad and the internal limit toggle plates.

[0012] Furthermore, the fender side plates are inclined with respect to the hull outer plate, and the inclination angle is not greater than 90°. The cross-section of the connection structure among the fender top plate, the fender side plates and the hull outer plate is trapezoidal or rectangular.

[0013] Furthermore, one side of the fender side plate connected to the hull outer plate is aligned with the hull side longitudinal bone or other longitudinal components. When the one side of the fender side plate connected to the hull outer plate cannot be aligned with the hull longitudinal components, a reinforcement structure is arranged on the inner side of the hull outer plate aligned with the fender side plate. The reinforcement structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped material of the same material as the hull structure.

[0014] Furthermore, one side where the front and rear end panels of the fender are connected to the hull outer plate is aligned with the hull transverse strong member or other transverse member; when one side where the front and rear end panels of the fender are connected to the hull outer plate cannot be aligned with the hull transverse member, a reinforcement structure is arranged on the inner side of the hull outer plate aligned with the front and rear end panels of the fender, and the reinforcement structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped material of the same material as the hull structure.

[0015] Furthermore, the front and rear end panels of the fender are inclined to the outer hull plate, and the inclination angle is not greater than 90°.

[0016] Furthermore, at least one lateral limiting pad is provided between the fender top plate and the inner elastic structure to limit the lateral displacement of the inner elastic structure.

[0017] Preferably, the cross-section of the inner elastic structure is rectangular or other shapes that meet performance and installation requirements, and the inner elastic structure includes but is not limited to composite materials, sandwich structure composite materials or low-temperature resistant rubber structural parts.

[0018] Furthermore, the end of the inner elastic structure is set as a triangular structure, the triangular structure shrinks smoothly towards the bow and stern, the end is chamfered or rounded, and the end limit pad is set between the triangular structures at both ends, and the end limit pad at the corresponding end abuts against the side wall of the triangular structure.

[0019] Furthermore, reinforcing structural parts are provided on the inner side of the hull outer plate corresponding to the middle limiting pad and the inner limiting bracket.

[0020] The polar icebreaker fender buffer structure provided by the present invention has the following advantages:

[0021] 1. The polar icebreaker fender buffer structure of the present invention has two layers of buffer energy absorption structure, which provides double protection for the hull structure. The outer steel fender material design continues the advantage of high strength, and the setting of the inner layer of buffer energy absorption material makes up for the deficiency of the steel fender material in buffer performance.

[0022] 2. The technical solution of the present invention can implement different protection strategies for ships in different scenarios. The two-layer buffer structure is relatively independent, and there is only partial contact at the end limit pads, the middle limit pads and the internal limit elbow plate. In collision scenarios with small impact energy and limited impact on the ship, only the outer layer of steel structure with higher strength can play a role; in collision scenarios with large impact energy and a large impact on the ship, after the outer layer structure undergoes a large deformation, the inner layer of material begins to play its energy absorption role, which can better provide buffering and protection for the hull structure. This double-layer design not only takes into account the strength of the fender buffer structure itself and improves its durability; it can also provide better buffering and protection for the hull structure in more dangerous collision scenarios. Compared with the existing fender material design, it is more suitable for polar ships with complex load-bearing scenarios.

[0023] 3. The technical solution of the present invention is a combination of steel and composite materials, and its low-temperature resistance meets the requirements of use in long-term low-temperature environments.

[0024] 4. The present invention sets the end and middle limit pads and the internal limit bracket to limit the displacement of the inner layer of buffer energy absorbing material in the longitudinal, vertical and transverse directions, and can also provide a certain rigid support for the fender top plate and fender side plate. Compared with the installation of existing steel fenders, it improves its strength and buffering performance without increasing the construction difficulty.

[0025] 5. During the implementation of the technical solution of the present invention, according to the design and use requirements of the ship, a combination of fender buffer structures of different lengths and numbers can be flexibly configured in different areas of the hull outer plate. Compared with the relatively single design of existing steel fender materials, it is more suitable for ship-ice and ship-to-ship collision scenarios in complex polar environments and has a good buffering effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a schematic diagram of the layout of the fender buffer structure of an existing engineering ship;

[0027] Figure 2a It is a schematic diagram of the cross section of the existing rubber fender buffer structure;

[0028] Figure 2b It is a schematic diagram of the cross section of the existing steel fender buffer structure;

[0029] Figure 3 A schematic diagram of the installation structure of a polar icebreaker fender buffer structure on the hull side provided by an embodiment of the present invention;

[0030] Figure 4 A schematic diagram of a hull side installation structure of a polar icebreaker fender buffer structure provided by an embodiment of the present invention, in which the fender top plate is hidden;

[0031] Figure 5 for Figure 3 Schematic diagram of the cross-section structure in the AA direction;

[0032] Figure 6a for Figure 3 Schematic diagram of the cross-sectional structure in the BB direction when the center fender side plate is directly welded to the hull outer plate;

[0033] Figure 6b for Figure 3 Schematic diagram of the cross-sectional structure in the BB direction when the center fender side plate and the hull outer plate are welded through the pad;

[0034] Figure 7 for Figure 3 Schematic diagram of the cross-sectional structure in the CC direction;

[0035] Figure 8 for Figure 3 Schematic diagram of the cross-sectional structure in the middle DD direction;

[0036] Fig. 9 for Figure 3 Schematic diagram of the cross-sectional structure in the EE direction;

[0037] Fig.10 for Figure 3 Schematic diagram of the cross-sectional structure in the FF direction;

[0038] Fig.11 It is a schematic diagram of the structure of the combination scheme of multiple fender buffer structures;

[0039] Fig.12 for Fig.11 Schematic diagram of the cross-sectional structure in the middle GG direction;

[0040] In the figure:

[0041] 1- fender buffer structure body; 11- outer steel structure; 111- fender top plate; 112- fender side plate; 113- fender front and rear end panels; 114- end limit pads; 115- middle limit pads; 116- internal limit brackets; 12- inner elastic structure; 121- triangular structure; 2- pads; 3- side longitudinal bones; 4- transverse strong members; 5- transverse limit pads; 6- reinforced structural members; 7- hull outer plate. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technical personnel in this field without creative work are within the scope of protection of the present invention.

[0043] This embodiment takes a longitudinal frame ship as an example but is not limited to the longitudinal frame ship, and can also be installed on a transverse frame ship.

[0044] Reference Figure 3 and Figure 4 The present application provides a polar icebreaker fender buffer structure, including a fender buffer structure body 1, the fender buffer structure body 1 is a double-layer buffer energy absorption structure, including an outer steel structure 11 and an inner elastic structure 12 which are independently arranged, the inner elastic structure 12 includes but is not limited to elastic energy absorption structural parts such as composite materials (such as polyvinyl chloride foam, polyimide foam, etc.), sandwich structure composite materials or low-temperature resistant rubber, the outer steel structure 11 is covered on the hull outer plate 7, when dealing with a collision scene with small impact energy and limited impact on the ship, the outer steel structure with higher strength can play a role; the inner elastic structure 12 is limitedly installed on the hull outer plate 7 and is located inside the outer steel structure 11, in a collision scene with large impact energy and a large impact on the ship, when the outer steel structure 11 undergoes a large deformation, the inner elastic structure 12 begins to play its energy absorption role, taking into account the strength of the fender material itself and improving its durability; it can also provide better buffering and protection for the hull structure in more dangerous collision scenes;

[0045] The fender buffer structure body 1 adopts a combination of steel and composite materials. Its low temperature resistance can meet the use requirements in long-term low temperature environments. At the same time, the selection of the type and size of the two-layer energy-absorbing structure material needs to be combined with the use and design requirements of the target ship.

[0046] Reference Figure 3-Figure 10The outer steel structure 11 includes a fender top plate 111, a fender side plate 112, a fender front and rear end panels 113, an end limit pad 114, a middle limit pad 115 and an internal limit toggle plate 116. The fender top plate 111 is arranged parallel to the hull outer plate 7. Two fender side plates 112 are provided and are arranged on both sides of the fender top plate 111. Two fender front and rear end panels 113 are provided and are arranged at both ends of the fender top plate 111. The fender top plate 111, the fender side plates 112 and the fender front and rear end panels 113 and the hull outer plate 7 are welded and fixed to form a closed structure. The end limit pads 114 are welded and fixed at both ends of each fender side plate 112. At least one middle limiting pad 115 is welded and fixed in the middle of the fender side plate 112, and the number of the middle limiting pad 115 increases or decreases according to the length of the fender side plate 112. A plurality of internal limiting toggle plates 116 are welded and fixed between the fender side plate 112 and the hull outer plate 7 at uniform intervals along the length direction of the fender side plate 112. The inner elastic structure 12 is pressed between two relatively arranged end limiting pads 114, the middle limiting pad 115 and the internal limiting toggle plate 116, thereby limiting the displacement of the inner elastic structure 12 in the longitudinal, vertical and transverse directions while providing a certain rigid support for the fender top plate 111 and the fender side plate 112.

[0047] Furthermore, at least one transverse limiting pad 5 is welded and fixed between the fender top plate 111 and the inner elastic structure 12 to limit the transverse displacement of the inner elastic structure 12 .

[0048] Furthermore, the fender side plate 112 is welded to the hull outer plate 7 directly or through the pad 2, and the fender side plate 112 is inclined with the hull outer plate 7, and the inclination angle is not greater than 90°. The cross-section of the connection structure of the fender top plate 111, the fender side plate 112 and the hull outer plate 7 is trapezoidal or rectangular, and together with the front and rear end panels 113 of the fender, a closed space is formed to provide the first layer of anti-collision protection for the hull. The side of the fender side plate 112 connected to the hull outer plate 7 is aligned with the hull side longitudinal bone 3 or other longitudinal members (not shown in the figure); when the side of the fender side plate 112 connected to the hull outer plate 7 cannot be aligned with the hull longitudinal member, the inner side of the hull outer plate 7 is aligned with the fender side plate 112 and welded to fix the reinforcement structure, and the reinforcement structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped steel of the same material as the hull structure.

[0049] Furthermore, the front and rear end panels 113 of the fender are welded to the hull outer plate 7 directly or through the pad 2, and the front and rear end panels 113 of the fender are inclined with the hull outer plate 7 to achieve a smooth transition of the fender buffer structure body 1 in the length direction of the ship, and the inclination angle is not greater than 90°. The side where the front and rear end panels 113 of the fender are connected to the hull outer plate 7 is aligned with the hull transverse reinforcement member 4 or other transverse members (not shown in the figure); when the side where the front and rear end panels 113 of the fender are connected to the hull outer plate 7 cannot be aligned with the hull transverse member, the inner side of the hull outer plate 7 is aligned with the front and rear end panels 113 of the fender to weld and fix the reinforcement structure, and the reinforcement structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped material of the same material as the hull structure.

[0050] Reference Figure 4-Figure 10 The cross-section of the inner elastic structure 12 is rectangular or other shapes that meet the performance and installation requirements. It is limited by the end limiting pad 114, the middle limiting pad 115 and the internal limiting bracket 116. The end of the inner elastic structure 12 is integrally formed into a triangular structure 121. The triangular structure 121 shrinks smoothly toward the bow and stern, and the end is chamfered or rounded. The end limiting pad 114 is installed between the triangular structures 121 at both ends, and the end limiting pad 114 at the corresponding end abuts against the side wall of the triangular structure 121 to realize the longitudinal limiting function of the end limiting pad 114 on the inner elastic structure 12.

[0051] Reference Figure 4-Figure 10 The spacing between two adjacent internal limit brackets 116 is not greater than the spacing between the four-stage strong frames of the side structure. A reinforcing structure 6 is welded and fixed to the inner side of the hull outer plate 7 corresponding to the middle limit pad 115 and the internal limit bracket 116. The reinforcing structure 6 can be a steel material block to provide certain support for the middle limit pad 115 and the internal limit bracket 116. The specific structural form and size are considered as appropriate depending on the arrangement of the hull side structure.

[0052] Reference Fig.11 and Fig.12 During the implementation of the technical solution of the present invention, a combination of fender buffer structures of different lengths and numbers can be flexibly configured according to the design and use requirements of the ship. When multiple fender buffer structures are used in combination, the fender side plate 112 between two adjacent fender buffer structures is set at 90° to the hull outer plate 7.

[0053] The above is only a preferred embodiment of the present invention, and is not any formal or substantial limitation of the present invention. It should be pointed out that ordinary technicians in this technical field can make several improvements and supplements without departing from the present invention, and these improvements and supplements should also be regarded as the protection scope of the present invention. Any technician familiar with this profession, without departing from the spirit and scope of the present invention, can make some changes, modifications and equivalent changes made by using the technical content disclosed above, which are equivalent embodiments of the present invention; at the same time, any changes, modifications and evolutions of any equivalent changes made to the above embodiments based on the essential technology of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A polar icebreaker fender buffer structure, characterized in that: The invention comprises a fender buffer structure body (1), wherein the fender buffer structure body (1) is a double-layer buffer energy absorption structure, comprising an outer steel structure (11) and an inner elastic structure (12) which are independently arranged. The outer steel structure (11) is arranged on the outer plate (7) of the hull to cope with collision scenarios with small impact energy and limited impact on the ship; the inner elastic structure (12) is arranged on the outer plate (7) of the hull and is located inside the outer steel structure (11), and is used to assist in coping with collision scenarios with large impact energy and large impact on the ship, thereby playing an energy absorption role.

2. A polar icebreaker fender buffer structure according to claim 1, characterized in that: The outer steel structure (11) comprises a fender top plate (111), a fender side plate (112), front and rear fender panels (113), end limit pads (114), a middle limit pad (115) and an inner limit toggle plate (116); the fender top plate (111) is arranged parallel to the hull outer plate (7); two fender side plates (112) are arranged and are respectively arranged on both sides of the fender top plate (111); two fender front and rear fender panels (113) are arranged and are respectively arranged at both ends of the fender top plate (111); the fender top plate (111), the fender side plates (112) and the front and rear fender panels (113) are arranged and are respectively arranged at both ends of the fender top plate (111); The end shroud (113) and the hull outer plating (7) form a closed structure, each fender side plate (112) is provided with the end limit pads (114) at both ends, at least one middle limit pad (115) is provided in the middle of the fender side plate (112), a plurality of internal limit toggle plates (116) are evenly spaced between the fender side plate (112) and the hull outer plating (7) along the length direction of the fender side plate (112), and the inner elastic structure (12) is pressed between the two oppositely arranged end limit pads (114), the middle limit pad (115) and the internal limit toggle plate (116).

3. A polar icebreaker fender buffer structure as claimed in claim 2, characterized in that: The fender side plates (112) and the hull outer plate (7) are arranged in an inclined manner, and the inclination angle is not greater than 90 degrees. The cross section of the connection structure of the fender top plate (111), the fender side plates (112) and the hull outer plate (7) is trapezoidal or rectangular.

4. A polar icebreaker fender buffer structure as claimed in claim 3, characterized in that: The side of the fender side plate (112) connected to the hull outer plate (7) is aligned with the hull side longitudinal bone (3) or other longitudinal components. When alignment is impossible, a reinforcing structure is arranged on the inner side of the hull outer plate (7) to align with the fender side plate (112). The reinforcing structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped steel of the same material as the hull structure.

5. The polar icebreaker fender buffer structure according to claim 2, characterized in that: The front and rear end panels (113) of the fender are connected to the hull outer plate (7) on one side thereof and are aligned with the hull transverse reinforcement member (4) or other transverse members; when alignment is impossible, a reinforcement structure is arranged on the inner side of the hull outer plate (7) to align with the front and rear end panels (113) of the fender, and the reinforcement structure includes but is not limited to flat steel, bulb flat steel, angle steel or T-shaped steel of the same material as the hull structure.

6. The polar icebreaker fender buffer structure according to claim 2, characterized in that: The front and rear end panels (113) of the fender are arranged in an inclined manner with respect to the outer hull plate (7), and the inclination angle is not greater than 90°.

7. The polar icebreaker fender buffer structure according to claim 2, characterized in that: At least one transverse limiting pad (5) is arranged between the fender top plate (111) and the inner elastic structure (12) to limit the transverse displacement of the inner elastic structure (12).

8. The polar icebreaker fender buffer structure according to claim 1, characterized in that: The cross-section of the inner elastic structure (12) is rectangular or other shapes that meet performance and installation requirements. The inner elastic structure (12) includes but is not limited to composite materials, sandwich structure composite materials or low-temperature resistant rubber structural parts.

9. A polar icebreaker fender buffer structure according to claim 8, characterized in that: The ends of the inner elastic structure (12) are arranged as triangular structures (121), the triangular structures (121) are contracted and smoothly transitioned toward the bow and stern, and the ends are chamfered or rounded, the end limiting pads (114) are arranged between the triangular structures (121) at both ends, and the end limiting pads (114) at the corresponding ends are in contact with the side walls of the triangular structures (121).

10. The polar icebreaker fender buffer structure according to claim 2, characterized in that: Reinforced structural parts (6) are provided on the inner side of the hull outer plate (7) corresponding to the middle limiting pad (115) and the inner limiting bracket (116).

Images