New opening structure for permanent inspection channel of ships

Abstract

The present invention discloses a novel structure for a permanent inspection channel opening for a ship, comprising a transverse strong frame and an outer plate longitudinal rib, the outer plate longitudinal rib being a T-shaped member, the transverse strong frame being provided with an inspection channel opening, the hole wall of which is fixedly connected to a ring rib; the transverse strong frame being provided with a first through-hole between the inspection channel opening and the hull outer plate, the web of the outer plate longitudinal rib being passed through the first through-hole; the face plate of the outer plate longitudinal rib being fixedly connected to the ring rib; a channel platform plate being fixedly connected to the hull outer plate, the transverse strong frame being provided with a second through-hole, the channel platform plate being passed through the second through-hole. The present invention is characterized in that it can be constructed using traditional automated assembly production without significantly changing existing production methods, and does not require on-site workers to expend excessive manpower and man-hours on construction, thereby saving time and effort for workers during construction and providing greater safety and comfort for ship users.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and in particular to a novel opening structure of a permanent inspection channel of a ship. Background Art

[0002] According to the International Convention for the Safety of Life at Sea (SOLAS), a PMA (Permanent Inspection Access) is a permanent access point for ships, encompassing access to and within cargo holds and adjacent areas of bulk carriers and tankers. Throughout the life of a ship, PMAs should be established in each area to allow authorities, shipowners, onboard personnel, and other relevant personnel to conduct comprehensive inspections, close-up inspections, and thickness measurements of the ship's structure. Ships are generally equipped with transverse trusses at regular intervals to ensure hull strength. These trusses are transverse perforated plates. Establishing a continuous permanent inspection point requires access through these trusses.

[0003] The holes required for the PMA inspection passage to pass through the transverse plating should be large enough to ensure unimpeded passage for personnel wearing self-contained breathing apparatus and protective equipment, and the net size of these openings should ensure that injured personnel can be lifted from the bottom of the hold. The regulations stipulate that the minimum net opening size should be no less than 600mm×800mm. For bulk carriers and liquid cargo ships, when the maximum height of the ballast water tanks of the side topside tanks and hopper tanks exceeds 6 meters, separate PMA inspection passage openings need to be set at the transverse strength frame. The PMA inspection passage openings are generally set near the shell plating. The conventional practice is to embed a portion of the web of the shell plating longitudinal T-section into the transverse plating between the opening and the shell plating, and a portion of the web and panel of the shell plating longitudinal T-section are wrapped into the PMA inspection passage opening.

[0004] Although these methods can serve as PMA inspection channels, they still have the following defects:

[0005] 1. An outer plate longitudinal bone is inserted into the opening. People always have to pay attention to the outer plate longitudinal bone next to them when passing through, which seriously affects the smoothness and comfort of the personnel passage.

[0006] 2. If the longitudinals are not polished properly and have burrs, people may accidentally bump into or scratch them when passing through the opening and get injured. In addition, when people pass through the opening with equipment or tools, the equipment or tools may hit the outer plate longitudinals in the PMA inspection channel opening, causing damage to the outer plate longitudinals, posing a certain safety risk.

[0007] 3. Traditional PMA inspection channel openings have ring reinforcement added around them. However, where the outer plate longitudinals pass through, the distance between the outer plate longitudinal panel and the PMA inspection channel opening ring reinforcement is too close, making construction difficult.

[0008] 4. In traditional PMA inspections, ring reinforcement is added around the opening of the channel. The ring reinforcement is generally a flat steel bar attached to the free edge of the opening. The web of the outer plate longitudinal frame is inserted into the ring reinforcement to disconnect the ring reinforcement. The alignment of the ring reinforcement of the PMA inspection channel opening on the upper and lower ends of the web of the outer plate longitudinal frame is difficult to control. A slight deviation in the alignment may cause hard spots and thus affect the structural strength.

[0009] 5. The outer plate longitudinals of large bulk carriers and liquid cargo ships are generally made of T-shaped profiles. During ship construction, the webs and panels of the longitudinals are usually welded into T-shaped profiles first. Then the outer plate longitudinals, i.e., T-shaped profiles, are welded to the outer plate. Finally, the transverse strong frames are buckled to the outer plate. The above process can all be completed through automated assembly, saving time and effort. In the traditional PMA inspection channel opening design, it is necessary to assemble the area except the PMA inspection channel opening first, and then assemble the PMA inspection channel opening separately in sections. This is time-consuming, labor-intensive, and costly, and it creates additional welding workload for on-site workers.

[0010] 6. Due to changes in the shell plate line shape, the shell plate longitudinals may bend or twist, causing the shell plate longitudinal webs to be out of plane, making it difficult to weld the PMA inspection channel opening ring reinforcement at the upper and lower ends of the shell plate longitudinal webs.

[0011] 7. The specification stipulates that the minimum net size of the through hole is 600mm×800mm. However, since the traditional PMA inspection channel opening needs to include part of the web and face plate of the longitudinal bone, the opening is generally required to be larger, such as 670mm×800mm. In addition, the opening is relatively close to the outer plate, so the stress around the opening is relatively large and the strength will be reduced to a certain extent.

[0012] 8. The connection between the outer plate longitudinals and the transverse stiffeners where the PMA inspection channel opening is located is poor, and the load is transferred only by a part of the longitudinal web.

[0013] 9. In the parallel mid-body area of ​​the cargo hold of bulk carriers and liquid cargo ships, PMA inspection channel openings need to be set at the position of each strong frame, so the total number of such openings is still relatively large. Due to the above-mentioned defects, the total construction workload is large, the construction is difficult, and the construction period is extended. Summary of the Invention

[0014] The technical problem to be solved by the present invention is to overcome the above-mentioned defects in the prior art and provide a new type of opening structure for a permanent inspection channel of a ship.

[0015] The present invention solves the above technical problems through the following technical solutions:

[0016] A new type of permanent inspection channel opening structure for ships, which includes a transverse strong frame and an outer plate longitudinal frame fixed to the hull outer plate, the outer plate longitudinal frame is a T-shaped material, an inspection channel opening is provided on the transverse strong frame, and the hole wall of the inspection channel opening is fixed with ring reinforcement; the ring reinforcement is distributed circumferentially along the inspection channel opening; the transverse strong frame has a first through hole between the inspection channel opening and the hull outer plate, and the web of the outer plate longitudinal frame is passed through the first through hole; the panel of the outer plate longitudinal frame is fixed to the ring reinforcement; the ring reinforcement includes two ring reinforcement ends and a ring reinforcement main body located between the two ring reinforcement ends; the two ring reinforcement ends are respectively fixed to the upper end and lower end of the panel of the outer plate longitudinal frame; a channel platform plate is fixed on the hull outer plate, a second through hole is provided on the transverse strong frame, and the channel platform plate is passed through the second through hole; the new type of permanent inspection channel opening structure for ships also includes a first patch plate for covering the hollow part of the first through hole and a second patch plate for covering the hollow part of the second through hole.

[0017] The second through hole is located below the opening of the inspection channel.

[0018] The web of the outer plate longitudinal is fixed to the upper hole wall of the first through hole. The first patch is arranged below the web of the outer plate longitudinal and is sandwiched between the hull outer plate and the face plate of the outer plate longitudinal.

[0019] The circle reinforcement is symmetrical with the connection between the circle reinforcement and the transverse stiffener as the center line; the circle reinforcement extends the same distance from the connection with the transverse stiffener towards the bow and stern.

[0020] The width of the end of the ring reinforcement shall not be less than the width of the main body of the ring reinforcement.

[0021] The width of the main body of the ring reinforcement is the same.

[0022] The side of the end of the ring reinforcement is an arc line extending outward; the connection between the end of the ring reinforcement and the face plate of the outer plate longitudinal is the point where the end of the ring reinforcement has the maximum width.

[0023] The angle between the side of the end of the ring reinforcement and the horizontal direction shall not exceed 20°.

[0024] The maximum width of the end of the ring bar is 2 to 6 times the width of the main body of the ring bar.

[0025] The face plate of the outer plate longitudinal bone is provided with a thick insert plate at the connection with the ring reinforcement. The thick insert plate extends to both sides of the transverse strong frame. The length of the thick insert plate is 2 to 5 times the maximum width of the ring reinforcement end.

[0026] The beneficial effects of the present invention are as follows: the structure of the present invention can be constructed using traditional automated assembly production, without changing the existing production methods too much, and without requiring on-site workers to spend too much manpower and man-hours on construction. This saves time and effort for workers during construction, and makes it safer and more comfortable for ship users to use the ship. The present invention does not have too strict requirements on the upper and lower alignment of the ring reinforcement of the ship's permanent inspection channel openings at the outer plate longitudinal bones, so the construction difficulty is not great. The through holes that need to be opened only need to meet the minimum requirements of the SOLAS Convention for the openings of the ship's permanent inspection channels, and the distance between the outer plates does not need to be too close, ensuring structural strength. Compared to ships without permanent inspection channels, the present invention hardly increases the workload. Considering that there are many such openings in the entire ship, the benefits brought to the shipyard are enormous, and it can also provide daily ship users with a safer and more comfortable passage environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 Schematic diagram of the structure of a preferred embodiment of the present invention.

[0028] Figure 2 for Figure 1 Center P view. DETAILED DESCRIPTION

[0029] A preferred embodiment is given below and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0030] like Figure 1 and Figure 2 As shown, a new type of permanent inspection channel opening structure for ships includes a transverse frame 28 and outer plate longitudinals 20 fixed to the hull outer plate 21. The outer plate longitudinals 20 are T-shaped profiles. The transverse frame 28 is provided with an inspection channel opening 22. The hole wall of the inspection channel opening 22 is fixedly connected with a ring reinforcement 23; the ring reinforcement 23 is distributed circumferentially along the inspection channel opening.

[0031] The transverse reinforcement frame 28 is provided with a first through hole 26 between the inspection channel opening and the hull outer plate. The web 24 of the outer plate longitudinal is passed through the first through hole 26 . The face plate 25 of the outer plate longitudinal is fixed to the ring rib 23 .

[0032] The bead 23 consists of two bead ends 13 and a bead body 14 located between the two bead ends. The two bead ends are located above the faceplate of the shell longitudinal and below the faceplate. The two bead ends are respectively fixed to the upper and lower ends of the faceplate 25 of the shell longitudinal.

[0033] The symmetry center line of the ring reinforcement 23 is the connection between the ring reinforcement and the transverse strong frame, that is, looking towards the end face where the width of the ring reinforcement is located (with Figure 2The ring reinforcement 23 takes the connection between the ring reinforcement and the transverse reinforcement frame as the symmetry center line.

[0034] The ribs 23 extend from the connection with the transverse frame to the bow and stern directions by the same distance. Figure 2 In the figure, the two sides are the bow direction and the stern direction respectively.

[0035] The width of the rib end portion 13 is not less than the width of the rib main portion 14. The widths of the rib main portions 14 are all the same. In this embodiment, the width of the rib main portion 14 is a.

[0036] The side edge 15 of the ring rib end 13 is an arc line extending outward; the connection between the ring rib end 13 and the face plate 25 of the outer plate longitudinal frame is the maximum width of the ring rib end. In this embodiment, the width of the maximum width of the ring rib end is b.

[0037] The angle between the side edge 15 of the rib end 13 and the horizontal direction is no greater than 20°.

[0038] The maximum width a of the rib end portion 13 is 2 to 6 times the width b of the rib main portion 14 .

[0039] Regarding the structure of this technical solution, according to the results of finite element analysis, in order to improve the structural strength, the face plate of the outer plate longitudinal bone is locally thickened at the position where it connects with the ring reinforcement 23.

[0040] Thickening treatment involves removing the existing plate at the location where thickening is required and replacing it with a plate of the same shape but thicker. This thicker plate is called the thickening plate. After the thickening plate is inserted into the location, it is connected to the surrounding plates by welding.

[0041] In this embodiment, a thick insert plate 16 is provided at the connection between the face plate 25 of the outer plate longitudinal frame and the ring reinforcement 23 .

[0042] The inserting plate 16 extends to both sides of the transverse strong frame, and the length c of the inserting plate 16 is 2 to 5 times the maximum width b of the end of the ring reinforcement.

[0043] The length of the inserting plate 16 is the distance between the two ends of the inserting plate along the length direction of the face plate of the outer plate longitudinal bone.

[0044] The passage platform plate 10 is fixed to the hull outer plate 21 , and a second through hole 11 is formed on the transverse strong frame 28 , through which the passage platform plate 10 is passed. The second through hole 11 is located below the inspection passage opening 22 .

[0045] The novel ship permanent inspection channel opening structure further includes a first patch plate 27 for covering the hollow portion of the first through hole and a second patch plate 12 for covering the hollow portion of the second through hole.

[0046] The web 24 of the outer longitudinal is fixed to the upper wall of the first through hole 26 . The first patch 27 is provided below the web 24 of the outer longitudinal. The first patch 27 is sandwiched between the hull outer plating 21 and the face plate 25 of the outer longitudinal.

[0047] In the permanent inspection channel opening structure of this embodiment, before assembly, the web 24 of the outer plate longitudinals and the face plate 25 of the outer plate longitudinals are connected by automated welding to form the outer plate longitudinals 20 (T-profiles). Then, the outer plate longitudinals 20 and the channel platform plate 10 are connected to the hull outer plating 21 by automated welding. A first through hole 26, a second through hole 11, and an inspection channel opening 22 of sufficient size are opened at the transverse strong frame 28.

[0048] During assembly, the transverse stiffener 28 is moved toward the hull plating 21. The outer plating longitudinals 20 and the access platform plate 10 are inserted into the transverse stiffener 28 through the first through-hole 26 and the second through-hole 11, respectively. Fine adjustments are made to secure the transverse stiffener 28 to the hull plating. Then, the first and second through-holes 26 and 11 are filled with the first and second patch plates 27 and 12, respectively.

[0049] After assembly, the face plate 25 of the shell longitudinal and the ring reinforcement 23 are in the same plane at the leftmost position of the opening. The center line of the ring reinforcement 23 is at the position of the transverse frame 28. The ring reinforcement extends the same distance in the transverse frame 28 toward the bow and stern. In order to ensure the connection area and strength of the connection between the ring reinforcement 23 and the face plate 25 of the shell longitudinal,

[0050] The ends of the ring reinforcement 23 located above the face plate of the outer plate longitudinal bone and the ends of the ring reinforcement located below the face plate of the outer plate longitudinal bone are partially enlarged. A transition to a rounded shape is made at the enlarged end. The partially enlarged connection node is shown in FIG. Figure 2 .

[0051] In the structure of this embodiment, a is 100 mm, b is 300 mm, c is 1000 mm, and the thickness of the insert plate 16 is 20 mm. Finite element analysis shows that the structure meets the strength requirements.

[0052] The structure of the present invention can be constructed using traditional automated assembly and production without significantly changing existing production methods. It also eliminates the need for on-site workers to expend excessive manpower and man-hours on construction. This saves workers time and effort, and provides users with greater safety and comfort when using the boat.

[0053] The present invention solves many problems existing in traditional designs and is a first in the design of bulk carriers and liquid cargo ships.

[0054] The present invention does not impose strict requirements on the vertical alignment of the ring reinforcement for the permanent inspection access opening on the shell plating longitudinals, making construction relatively easy. The required through-hole only needs to meet the minimum SOLAS requirements for permanent inspection access openings on ships, and the distance between the through-hole and the shell plating does not need to be too close, thus ensuring structural strength.

[0055] Compared with ships without permanent ship inspection channels, the present invention hardly increases the workload. Considering the large number of such openings throughout the ship, the benefits brought to the shipyard are enormous, and it can also provide daily ship users with a safer and more comfortable passage environment.

[0056] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of the present invention.

Claims

1. A new type of permanent inspection channel opening structure for ships, comprising a transverse strong frame and outer plate longitudinals fixed to the hull outer plate, wherein the outer plate longitudinals are T-shaped bars, and an inspection channel opening is provided on the transverse strong frame, characterized in that: The hole wall of the inspection channel opening is fixed with a ring reinforcement; the ring reinforcement is distributed circumferentially along the inspection channel opening; a first through hole is opened in the transverse strong frame between the inspection channel opening and the hull outer plate, and the web of the outer plate longitudinal bone is passed through the first through hole; the panel of the outer plate longitudinal bone is fixed to the ring reinforcement; the ring reinforcement includes two ring reinforcement ends and a ring reinforcement main body located between the two ring reinforcement ends; the two ring reinforcement ends are respectively fixed to the upper end and lower end of the panel of the outer plate longitudinal bone; a channel platform plate is fixed to the hull outer plate, a second through hole is opened on the transverse strong frame, and the channel platform plate is passed through the second through hole; the novel ship permanent inspection channel opening structure It also includes a first patch plate for covering the hollow portion of the first through hole and a second patch plate for covering the hollow portion of the second through hole; the ring reinforcement is symmetrical with the connection between the ring reinforcement and the transverse stiffener as the center line; the ring reinforcement extends the same distance from the connection with the transverse stiffener toward the bow and stern; the width of the ring reinforcement end is not less than the width of the ring reinforcement main body; the side of the ring reinforcement end is an arc line extending outward; the connection between the ring reinforcement end and the panel of the outer plate longitudinal bone is the maximum width of the ring reinforcement end; the angle between the side of the ring reinforcement end and the horizontal direction is not greater than 20°; the maximum width of the ring reinforcement end is 2 to 6 times the width of the ring reinforcement main body.

2. The novel ship permanent inspection channel opening structure according to claim 1 is characterized in that: The second through hole is located below the opening of the inspection channel.

3. The novel ship permanent inspection channel opening structure according to claim 1 is characterized in that: The web of the outer plate longitudinal is fixed to the upper hole wall of the first through hole. The first patch is arranged below the web of the outer plate longitudinal and is sandwiched between the hull outer plate and the face plate of the outer plate longitudinal.

4. The novel ship permanent inspection channel opening structure according to claim 1 is characterized in that: The width of the main body of the ring reinforcement is the same.

5. The novel ship permanent inspection channel opening structure according to claim 1 is characterized in that: The face plate of the outer plate longitudinal bone is provided with a thick insert plate at the connection with the ring reinforcement. The thick insert plate extends to both sides of the transverse strong frame. The length of the thick insert plate is 2 to 5 times the maximum width of the ring reinforcement end.

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