A new type of stiffener structure for the side tank floor of a bulk carrier

Abstract

The present application provides a structure of a stiffener for the side longitudinal bulkhead of a new type of bulk carrier, including: a first vertical stiffener, which is arranged inside the lightening hole and close to the side longitudinal bulkhead; a second vertical stiffener, which is arranged in parallel with the first vertical stiffener and on the side far away from the lightening hole; wherein, a first transverse stiffener and a second transverse stiffener are fixedly connected between the first vertical stiffener and the second vertical stiffener; a third transverse stiffener, which is arranged between the second vertical stiffener and the side shell of the side longitudinal bulkhead, so as to solve the problem that the number of components arranged in the existing structure of the stiffener for the side longitudinal bulkhead of the new type of bulk carrier is large, increasing the structural complexity, bringing a great burden to the processing and production of the hull structure, and resulting in an increase in the manufacturing cost.

Description

Technical Field

[0001] This application relates to the technical field of ship design and manufacturing, and particularly to a reinforcing member structure for the side longitudinal bulkhead of a new type of bulk carrier. Background Art

[0002] Reinforcing structures need to be provided for each section of the ship's cabin. While reducing the thickness of the plates, it can increase the overall strength of the hull. The reinforcing members are relatively small frameworks and are generally arranged between two girders. Their function is to enhance the stability and strength of the bulkhead plates. The reinforcing members are usually arranged vertically, and are only arranged horizontally for the tall and narrow bulkhead plates. Because the pressure in the up and down direction of a general ship is greater than that in the left and right directions, arranging the reinforcing members vertically can better withstand the pressure in the up and down direction. At the same time, the height of the transverse bulkhead is generally much smaller than its width, and arranging the reinforcing members vertically can make the reinforcing members shorter, and their cross-sectional dimensions can also be smaller.

[0003] Currently, generally at least six groups of vertical reinforcing members are adopted, and then several groups of horizontal reinforcing members are transversely arranged between the vertical reinforcing members.

[0004] The number of components in this layout scheme is relatively large, the long side of the formed panel tends to be vertical, and it cannot withstand large transverse loads. In subsequent buckling strength analysis, a larger number of stiffeners need to be added, increasing the structural complexity and bringing a greater burden to the processing and production of the hull structure, resulting in an increase in manufacturing costs. Summary of the Invention

[0005] The embodiment of this application provides a reinforcing member structure for the side longitudinal bulkhead of a new type of bulk carrier to solve the technical problems that the existing reinforcing member structure for the side longitudinal bulkhead of a new type of bulk carrier has a relatively large number of components in the layout, the long side of the formed panel tends to be vertical, it cannot withstand large transverse loads, a larger number of stiffeners need to be added in subsequent buckling strength analysis, increasing the structural complexity, bringing a greater burden to the processing and production of the hull structure, and resulting in an increase in manufacturing costs.

[0006] This application provides a reinforcing member structure for the side longitudinal bulkhead of a new type of bulk carrier, including:

[0007] A first vertical reinforcing member, which is arranged inside the lightening hole and close to the side longitudinal bulkhead;

[0008] A second vertical reinforcing member, which is arranged in parallel with the first vertical reinforcing member and is arranged on the side far from the lightening hole;

[0009] Wherein, a first horizontal reinforcing member and a second horizontal reinforcing member are fixedly connected between the first vertical reinforcing member and the second vertical reinforcing member;

[0010] The third transverse stiffener, which is disposed between the second vertical stiffener and the side plate of the top side tank.

[0011] In some embodiments, the included angle between the first transverse stiffener, the second transverse stiffener and the third transverse stiffener is 165°-175°.

[0012] In some embodiments, the distance between the first transverse stiffener and the second transverse stiffener is within 900 mm.

[0013] In some embodiments, the number of stiffeners fixedly connected between the first vertical stiffener and the second vertical stiffener is 2 or 3.

[0014] In some embodiments, the first transverse stiffener and the second transverse stiffener are arranged parallel to the bottom plate of the top side tank.

[0015] In some embodiments, the novel top side tank floor stiffener structure of the bulk carrier further includes:

[0016] A fourth transverse stiffener, which is disposed between the first vertical stiffener and the second vertical stiffener, wherein the first transverse stiffener and the fourth transverse stiffener are located on both sides of the second transverse stiffener.

[0017] In some embodiments, the first vertical stiffener, the second vertical stiffener, the first transverse stiffener, the second transverse stiffener and the third transverse stiffener are all fixedly welded to the side surface of the top side tank floor.

[0018] The embodiment of the present application provides a novel top side tank floor stiffener structure of a bulk carrier, including: a first vertical stiffener, which is disposed inside the lightening hole and close to one side of the top side tank floor; a second vertical stiffener, which is arranged in parallel with the first vertical stiffener and is disposed on the side far from the lightening hole; wherein, a first transverse stiffener and a second transverse stiffener are fixedly connected between the first vertical stiffener and the second vertical stiffener; a third transverse stiffener, which is disposed between the second vertical stiffener and the side plate of the top side tank, so as to realize that the number of components in the layout of the novel top side tank floor stiffener structure is small, and it can bear a large transverse load without adding a large number of anti-flexure members, which brings great convenience to the processing and production of the hull structure and reduces the manufacturing cost. Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without creative efforts.

[0020] Figure 1 Schematic diagram of the longitudinal girder of the wing tank of a new type of bulk carrier in this application under the action of seawater beam wave load;

[0021] Figure 2 Schematic diagram of the longitudinal girder structure of the wing tank of a new type of bulk carrier in this application;

[0022] Figure 3 Schematic diagram of the deformation load curve of the longitudinal girder of the wing tank of a new type of bulk carrier in this application;

[0023] Figure 4 Schematic diagram of the longitudinal girder structure of the wing tank of a traditional bulk carrier in this application;

[0024] Figure 5 Schematic diagram of the longitudinal girder structure of the wing tank of another traditional bulk carrier in this application.

[0025] Description of reference numerals:

[0026] 1 - First vertical longitudinal girder; 2 - Second vertical longitudinal girder; 3 - First horizontal longitudinal girder; 4 - Second horizontal longitudinal girder; 5 - Third horizontal longitudinal girder; 6 - Fourth horizontal longitudinal girder. Detailed implementation manners

[0027] In order to enable those skilled in the art to better understand the technical solutions in this application, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of this application.

[0028] In some technologies, since the number of structural members of the longitudinal girder of the wing tank of a new type of bulk carrier is relatively large, the long side of the formed plate grid tends to be vertical and cannot withstand large transverse loads. In the subsequent buckling strength analysis, a relatively large number of stiffeners need to be added, increasing the structural complexity and bringing a greater burden to the processing and production of the hull structure, resulting in an increase in manufacturing costs. To solve this technical problem, this application provides a longitudinal girder structure of the wing tank of a new type of bulk carrier. The following will explain each part of the longitudinal girder structure of the wing tank of the new type of bulk carrier:

[0029] By Figure 1It can be seen that the present application provides a new type of stiffener structure for the side tank floor plate of a bulk carrier, including: a first vertical stiffener 1, which is arranged inside the lightening hole and close to the side tank floor plate; a second vertical stiffener 2, which is arranged in parallel with the first vertical stiffener 1 and on the side far from the lightening hole; wherein, a first transverse stiffener 3 and a second transverse stiffener 4 are fixedly connected between the first vertical stiffener 1 and the second vertical stiffener 2; a third transverse stiffener 5, which is arranged between the second vertical stiffener 2 and the side tank side plate, and transverse stiffeners are equally distributed in the area between the vertical stiffener beside the lightening hole, the middle vertical stiffener and the side tank side plate. The long side direction of the panel formed by the stiffeners tends to be horizontal, thereby improving the strength of the panel to resist the transverse load of the hull in terms of buckling capacity. Furthermore, there is no need to additionally arrange anti-flexure members, saving the number of components of the hull structure, the material cost of steel, and thus saving the construction cost.

[0030] In this embodiment, the present application discloses a new layout method for the stiffeners of the side tank floor plate of a bulk carrier. Inside the lightening hole of the side tank floor plate, one first vertical stiffener 1 is arranged. At the middle position between the first vertical stiffener 1 and the side tank side plate, avoiding the longitudinal bone through holes of the deck and the side tank bottom plate, one second vertical stiffener 2 is arranged in a manner close to being parallel to the first vertical stiffener 1. Between the first vertical stiffener 1 and the second vertical stiffener 2, 2 or 3 stiffeners are equally distributed according to the width ratio to ensure that the equivalent width of the panel is within 900 mm, such as Figure 1 the first transverse stiffener 3 and the second transverse stiffener 4 as shown. One third transverse stiffener 5 is equally distributed horizontally between the second vertical stiffener 2 and the side tank side plate; this scheme mainly based on the layout of transverse stiffeners and supplemented by the layout of vertical stiffeners, forming a panel with the long side direction close to being parallel to the deck or the side tank bottom plate, can better meet the buckling requirements of the common rules for the structure of bulk carriers. There is no need to set additional anti-flexure members. Under the requirement of meeting the service strength, the present application has the advantages of fewer components, shorter total welding length and lighter total structure weight. The above-mentioned structural layout method can save about 350 components, about 3 tons of steel cost and about 300 m of welding length for an 80,000-ton Kamsamax bulk carrier.

[0031] In this embodiment, the present application provides a method for arranging stiffeners of the side top tank floor of a bulk carrier hull that meets the requirements of the structural common specification in terms of strength, is simple to assemble, has less welding, and is lighter in weight, and no additional anti-flexure members are required. Under the premise of meeting the strength requirements, this solution has the advantages of fewer members, shorter total welding length, and lighter total structural weight. The structure is more reasonable, has high reliability, and low manufacturing cost. By calculating the structural common specification, the most severe working condition that determines the buckling-related calculation of the side top tank is determined. In this working condition, the side top tank mainly bears the action of the seawave load in the transverse direction. This causes the floor to be in a stress state with relatively large transverse stress and relatively small vertical stress. In response to such a stress state, the following is combined with the plate grid buckling calculation principle.

[0032]

[0033]

[0034]

[0035]

[0036] Among them, σ x σ y is the normal stress applied to the boundary of the plate grid, τ is the shear stress applied to the boundary of the plate grid, σ’ cx is the ultimate buckling stress along the direction parallel to the long side of the buckling plate grid, σ’ cy is the ultimate buckling stress along the direction parallel to the short side of the buckling plate grid, τ’ c is the ultimate buckling shear stress, γ c1 、γ c2 、γ c3 、γ c4 are the stress multiplication factors at failure for each of the above different limit states, bp is the slenderness ratio coefficient of the side top tank floor of the hull, B and e0 are coefficients for calculation, and S is the partial safety factor.

[0037] By reasonably adjusting the arrangement method of the stiffeners on the floor, the long side direction of the unit plate grid formed by the stiffeners on the floor is parallel to the main stress direction. It can better resist the load and improve the buckling resistance of the side top tank floor, without the need to set too many anti-flexure members, as Figure 1 shown.

[0038] At the same time, in order to verify the reliability of the structure, the overall buckling analysis was carried out using the numerical simulation method. The numerical simulation buckling analysis proves that the above arrangement scheme can meet the buckling deformation requirement under the design load and improve the buckling resistance of the structure to the transverse load, as Figure 3 shown.

[0039] Exemplarily, the conventional arrangement of stiffeners inside the relief hole of the hopper tank floor plate of a bulk carrier is generally along the deck towards the hopper tank bottom plate direction, as Figure 4 shown. This arrangement often requires adding more anti-flexure members between the vertical stiffeners of the floor plate due to insufficient buckling strength calculation based on common structural specifications, as Figure 5 shown. The number of members in the above arrangement is relatively large, bringing a greater burden to the processing and production of the hull structure. This leads to an increase in production costs. Based on in-depth analysis of the theoretical method of hull structure buckling calculation, this application changes the arrangement form of the floor plate stiffeners. On the basis of equally meeting the common specifications of the hull structure, the number of members is reduced, and the assembly cost during the processing is reduced. The total length of the overall stiffeners is reduced, thus reducing the overall welding length of the stiffeners and the floor plate, and reducing the welding material and labor costs during the welding process. At the same time, the overall weight of the floor plate structure is reduced to some extent, reducing the procurement cost of steel.

[0040] In this embodiment, the included angle between the first transverse stiffener 3, the second transverse stiffener 4 and the third transverse stiffener 5 is 165° - 175°. It can be understood that the first transverse stiffener 3, the second transverse stiffener 4 and the third transverse stiffener 5 are not arranged based on 180°, so as to increase the bearing capacity between the first transverse stiffener 3, the second transverse stiffener 4 and the third transverse stiffener 5, as Figure 1 shown. This application provides an arrangement method for the stiffeners of the hopper tank floor plate of a bulk carrier hull with strength meeting the requirements of common structural specifications, simple assembly, less welding, and a relatively light hull weight after assembly, and no additional anti-flexure members need to be set. This solution has the advantages of fewer members, shorter total welding length, and lighter total structural weight under the premise of meeting the strength requirements, with a more reasonable structure and lower manufacturing cost. The hopper tank provided in this application mainly bears the action of seawater beam sea loads to prevent damage to the hopper tank under the action of seawater waves, resulting in a stress state where the transverse stress of the floor plate is relatively large and the vertical stress is relatively small. In response to such a stress state, combined with the plate grid buckling calculation principle, by reasonably adjusting the arrangement method of the stiffeners on the floor plate, the long side direction of the unit plate grid surrounded by the stiffeners on the floor plate tends to be parallel to the main stress direction. It can better resist the load and improve the anti-buckling ability of the hopper tank floor plate, without the need to set too many anti-flexure members, as Figure 1 shown. At the same time, in order to verify the reliability of the structure, the overall buckling analysis was carried out using the numerical simulation method. The numerical simulation buckling analysis proves that the above arrangement can meet the requirements of the buckling deformation amount under the design load and improve the ability of the structure to resist the buckling of transverse loads, as Figure 3 shown. The novel stiffener structure of the hopper tank floor plate of the bulk carrier provided in this application improves the ability of the structure to resist the buckling of transverse loads, makes the structure of the hopper tank of the hull more stable, and improves the anti-deformation ability.

[0041] In this embodiment, the distance between the first transverse stiffener 3 and the second transverse stiffener 4 is within 900 mm. The present application discloses a novel arrangement method for the stiffeners of the side tank floor plate of a bulk carrier. Inside the lightening hole of the side tank floor plate, one first vertical stiffener 1 is arranged. At the middle position between the first vertical stiffener 1 and the side plate of the side tank, avoiding the longitudinal bone through holes of the deck and the bottom plate of the side tank, one second vertical stiffener 2 is arranged in a manner close to being parallel to the first vertical stiffener 1. Between the first vertical stiffener 1 and the second vertical stiffener 2, 2 or 3 stiffeners are arranged according to the width ratio to ensure that the equivalent width of the plate grid is within 900 mm. As shown in Figure 2 the first transverse stiffener 3, the second transverse stiffener 4, and the fourth transverse stiffener 6 shown in. Between the second vertical stiffener 2 and the side plate of the side tank, one third transverse stiffener 5 is arranged equally in the transverse direction; this scheme mainly based on the arrangement of transverse stiffeners and supplemented by the arrangement of vertical stiffeners, forming a plate grid with the long side direction close to being parallel to the deck or the bottom plate of the side tank, can better meet the buckling requirements of the common structural rules of bulk carriers. Compared with the traditional stiffener arrangement method, the traditional stiffener arrangement scheme of the side tank floor plate of a bulk carrier is generally along the direction from the deck towards the bottom plate of the side tank, as shown in Figure 4 shown. This arrangement scheme often requires adding more anti-flexure members between the vertical stiffeners of the floor plate due to insufficient buckling strength calculation based on the common structural rules, as shown in Figure 5 shown. The number of members in the above arrangement scheme is relatively large, bringing a greater burden to the processing and production of the hull structure. This leads to an increase in production costs. Based on in-depth analysis of the theoretical method of hull structure buckling calculation in the present application, the arrangement type of the floor plate stiffeners is changed. On the basis of equally meeting the common structural rules of the hull structure, the number of members is reduced, and the assembly cost during the processing is reduced. The total length of the overall stiffeners is reduced, so that the overall welding length of the stiffeners and the floor plate is reduced, and the welding material and labor costs during the welding process are reduced. At the same time, the overall weight of the floor plate structure is reduced to some extent, reducing the procurement cost of steel.

[0042] From Figure 1 and Figure 2 it can be seen that the number of stiffeners fixedly connected between the first vertical stiffener 1 and the second vertical stiffener 2 is 2 or 3, and there is no need to set additional anti-flexure members. Under the condition of meeting the strength requirements, the present application has the advantages of fewer members, shorter total welding length, and lighter total structural weight. The above method can save about 350 members, about 3 tons of steel cost, and about 300 m of welding length for an 80,000-ton Kamsamax bulk carrier. It can be understood that the transverse stiffeners to be connected in the present application do not need too many. The number of stiffeners fixedly connected between the first vertical stiffener 1 and the second vertical stiffener 2 is 2 or 3. Compared with the traditional arrangement method such asFigure 5 As shown, more anti-flexure members need to be set to improve the ability of the structure to resist lateral load buckling. Therefore, a larger number of members are required, which brings a greater burden to the processing and production of the hull structure and leads to an increase in production costs. Based on an in-depth analysis of the theoretical method of hull structure buckling calculation, this application changes the arrangement pattern of the stiffeners of the floor plate, reduces the number of members while meeting the common specifications of the hull structure, and reduces the assembly cost during the processing. The total length of the overall stiffeners is reduced to meet the reduction of the overall welding length of the stiffeners and the floor plate, reducing the welding material and labor costs during the welding process. At the same time, it not only reduces the overall weight of the floor plate structure but also reduces the procurement cost of steel.

[0043] In this embodiment, the first transverse stiffener 3 and the second transverse stiffener 4 are arranged parallel to the top side tank bottom plate. Such an arrangement can better resist the load and improve the anti-buckling ability of the top side tank floor plate, without the need to set too many anti-flexure members, as Figure 1 shown. At the same time, in order to verify the reliability of the structure, the method of numerical simulation is used for overall buckling analysis. The numerical simulation buckling analysis proves that the above arrangement scheme can meet the requirements of the buckling deformation amount under the design load and improve the ability of the structure to resist lateral load buckling, as Figure 3 shown. The novel top side tank floor plate stiffener structure provided by this application improves the ability of the top side tank floor plate structure to resist lateral load buckling, makes the structure of the hull top side tank more stable, and increases the anti-deformation ability of the top side tank.

[0044] In this embodiment, the novel top side tank floor plate stiffener structure of the new type of bulk carrier further includes: a fourth transverse stiffener, which is arranged between the first vertical stiffener and the second vertical stiffener 2, wherein the first transverse stiffener 3 and the fourth transverse stiffener 6 are located on both sides of the second transverse stiffener 4.

[0045] In this embodiment, the first vertical stiffener 1, the second vertical stiffener 2, the first horizontal stiffener 3, the second horizontal stiffener 4, and the third horizontal stiffener 5 are all fixedly welded to the side surface of the top side tank floor. The present application provides a new type of stiffener structure for the top side tank floor of a bulk carrier, including: a first vertical stiffener 1, the first vertical stiffener 1 is arranged inside the lightening hole, close to the side of the top side tank floor; a second vertical stiffener 2, the second vertical stiffener 2 is arranged in parallel with the first vertical stiffener 1, and the second vertical stiffener 2 is arranged on the side far from the lightening hole; wherein, a first horizontal stiffener 3 and a second horizontal stiffener 4 are fixedly connected between the first vertical stiffener 1 and the second vertical stiffener 2; the third horizontal stiffener 5 is arranged between the second vertical stiffener 2 and the top side tank side plate. The vertical stiffeners beside the lightening hole, the division between the vertical stiffeners arranged between the lightening hole and the top side tank side plate and the top side tank side plate, and the horizontal stiffeners are evenly distributed, so that the long side direction of the plate grid formed by the stiffeners tends to be horizontal, thereby improving the strength of the plate grid to resist the lateral load of the hull from the aspect of buckling capacity. Furthermore, there is no need to additionally arrange anti-flexure members, saving the number of components of the hull structure and the cost of steel materials, and thus saving the construction cost.

[0046] The above specific implementation manners further elaborate on the purpose, technical solutions, and beneficial effects of the embodiments of the present application. It should be understood that the above are only the specific implementation manners of the embodiments of the present application and are not used to limit the protection scope of the embodiments of the present application. Any modifications, equivalent replacements, improvements, etc. made on the basis of the technical solutions of the embodiments of the present application should be included in the protection scope of the embodiments of the present application.

Claims

1. A reinforcing member structure for the side longitudinal bulkhead of a new type of bulk carrier, characterized in that Comprising: A first vertical stiffener (1), the first vertical stiffener (1) being disposed inside the lightening hole, on the side close to the top side tank floor plate; A second vertical stiffener (2), the second vertical stiffener (2) being arranged in parallel with the first vertical stiffener (1), the second vertical stiffener (2) being disposed on the side away from the lightening hole; Wherein, a first transverse stiffener (3) and a second transverse stiffener (4) are fixedly connected between the first vertical stiffener (1) and the second vertical stiffener (2); A third transverse stiffener (5), the third transverse stiffener (5) being disposed between the second vertical stiffener (2) and the top side tank side plate.

2. The reinforcing structure of the side tank floor of the new bulk carrier according to claim 1, characterized in that The included angle between the first transverse stiffener (3), the second transverse stiffener (4) and the third transverse stiffener (5) is 165° - 175°.

3. The stiffener structure of the side tank floor plate of the new bulk carrier according to claim 1, characterized in that, The distance between the first transverse stiffener (3) and the second transverse stiffener (4) is within 900 mm.

4. The reinforcing structure of the side tank floor of the new bulk carrier according to claim 1, characterized in that, The number of stiffeners fixedly connected between the first vertical stiffener (1) and the second vertical stiffener (2) is 2 or 3.

5. The reinforcing structure of the side tank floor of the new bulk carrier according to claim 1, characterized in that, The first transverse stiffener (3) and the second transverse stiffener (4) are arranged parallel to the top side tank bottom plate.

6. The stiffener structure of the side peak tank floor of the new bulk carrier according to claim 1, characterized in that, Further comprising: A fourth transverse stiffener (6), disposed between the first vertical stiffener (1) and the second vertical stiffener (2), wherein the first transverse stiffener (3) and the fourth transverse stiffener (6) are located on both sides of the second transverse stiffener (4).

7. The stiffener structure of the side tank floor plate of the new bulk carrier according to claim 1, characterized in that, The first vertical stiffener (1), the second vertical stiffener (2), the first transverse stiffener (3), the second transverse stiffener (4), and the third transverse stiffener (5) are all fixedly welded to the side surface of the top side tank floor plate.

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