Ship cargo hold structure and ship

Abstract

The present invention discloses a ship cargo hold structure and a ship. By changing the secondary front rib of the cargo hold structure from being arranged perpendicular to the inner bottom plate to being arranged at an angle, the secondary front rib and the lower stool inclined side plate are in the same plane or slightly deflected, so that when the lower stool inclined side plate transfers load to the secondary front rib below, the path is smoother and the stress concentration coefficient is reduced. The inclined secondary front rib reduces the strength requirements of the structure at the intersection of the secondary front rib, the lower stool inclined side plate, and the inner bottom plate, as well as the structure near the intersection, thereby improving the safety of the structure. In addition, the distance from the lower edge of the secondary front rib after the inclined arrangement to the foremost rib measured horizontally forward is equal to or close to the distance between ordinary ribs. When the strength requirements of the structure at the intersection of the secondary front rib, the lower stool inclined side plate, and the inner bottom plate, as well as the structure near the intersection, are reduced, it is not necessary to install the end reinforcement of the longitudinal frame of the first span of the outer plate behind the transverse bulkhead, thereby reducing the number of parts used in the construction of the cargo hold and the overall weight, thereby improving the safety of the structure.

Description

Technical Field

[0001] The present invention belongs to the field of ship structure design and construction, and in particular relates to a ship cargo hold structure and a ship. Background Art

[0002] At present, the structural layout of the double bottom of the cargo hold of medium and large chemical tankers is as follows: Figure 1 As shown, the foremost and second-foremost floors are arranged within the double bottom directly beneath the cargo hold transverse bulkhead, aligned with the straight and slanted sides of the stool, respectively. Other floors are evenly spaced, with the distance between the foremost and second-foremost floors smaller than the distance between the other floors. The second-foremost and other floors are installed vertically. In this double bottom structure, individual longitudinals are very long and pass through multiple floors. The shell plating longitudinals are welded to the shell plating. As they pass through the floors, they are welded to the floors and the stiffeners and brackets on them.

[0003] For ease of construction, shell plating longitudinals are typically of the same specification at different locations to minimize the need for joints of different specifications. In double-bottom structures, the imbalance between cargo hold pressure and external seawater pressure causes the hold bottom to bulge slightly downward or concave upward due to the pressure differential. However, due to the sufficient rigidity of the transverse bulkhead structure, this deformation is virtually nonexistent. This differential deformation results in an additional load on the shell plating longitudinals between the next-foremost floor and the nearest floor aft, which primarily affects the fatigue strength of the shell plating longitudinals. The specifications of the shell plating longitudinals are generally determined by fatigue strength. While the longitudinals between other floors meet strength requirements, the longitudinals between the next-foremost floor and the nearest floor aft may be insufficient. Strengthening is required to ensure structural safety. Strengthening typically involves adding brackets and increasing floor stiffeners to reduce the unsupported length of the longitudinals at this location, thereby lowering the required longitudinal specifications and allowing the use of the same specifications as those at other locations. However, this method increases the weight of the structure, as well as the construction time and cost. In addition, due to the small span and large strength margin of the longitudinal frame between the foremost rib and the second foremost rib, there is a waste of material. There is a large angle between the second foremost rib and the inclined side plate of the bottom stool, which affects the effectiveness of load transfer between the second foremost rib and the inclined side plate of the bottom stool. There is stress concentration at the connection point, resulting in poor safety and reliability. Summary of the Invention

[0004] To solve the above technical problems, the present invention provides a ship cargo hold structure and a ship. Through structural adjustment, the end reinforcement of the first span outer plate longitudinal frame behind the transverse bulkhead is eliminated, the number of parts is reduced, the structural weight is reduced, and safety is improved.

[0005] The objective of the present invention is achieved through the following technical solutions: a ship cargo hold structure, comprising a cargo hold transverse bulkhead, a double bottom structure and a bottom stool structure.

[0006] The double bottom structure includes an inner bottom plate, inner bottom longitudinals, outer plates, outer plate longitudinals, the foremost rib, the second foremost rib and multiple common ribs, wherein the two ends of the foremost rib, the second foremost rib and the common rib are connected to the inner bottom plate and the outer plates respectively in order of position, and the common ribs are arranged at equal intervals, the inner bottom longitudinals are arranged below the inner bottom plate, and the outer plate longitudinals are arranged above the outer plate, and the inner bottom longitudinals and the outer plate longitudinals pass through the upper and lower ends of the foremost rib, the second foremost rib and the common rib respectively.

[0007] The bottom stool structure includes a bottom stool straight side plate and a bottom stool inclined side plate.

[0008] The lower stool structure and the bottom of the cargo hold transverse bulkhead are connected to the inner bottom plating of the double bottom structure.

[0009] The bottom of the straight side plate of the bottom stool is vertically connected to the inner bottom plate, and the bottom of the inclined side plate of the bottom stool is obliquely connected to the inner bottom plate.

[0010] The foremost floor and the second foremost floor are arranged in the double bottom structure just below the cargo hold transverse bulkhead, wherein the foremost floor is aligned with the straight side plate of the lower stool and both are arranged perpendicular to the inner bottom plate, the upper edge of the second foremost floor corresponds to the lower edge of the oblique side plate of the lower stool, and the second foremost floor is arranged obliquely in the double bottom structure, and the inclination direction is consistent with the oblique side plate of the lower stool.

[0011] In the double bottom structure, each common rib is arranged perpendicular to the inner bottom plate.

[0012] Preferably, the horizontal distance from the upper edge of the second front rib to the adjacent common rib is the same as the distance between other common ribs.

[0013] Preferably, the distance from the lower edge of the second front rib to the adjacent ordinary rib is smaller than the distance between other ordinary ribs; the distance from the lower end of the inclined side plate of the bottom stool to the lower end of the straight side plate of the bottom stool is smaller than the distance between ordinary ribs; the distance from the lower edge of the frontmost rib to the lower edge of the second front rib is less than or equal to the distance between ordinary ribs.

[0014] Furthermore, the distance from the lower edge of the second front rib to the adjacent common rib is 0.2m-1m smaller than the distance between other common ribs.

[0015] Furthermore, the distance between the lower end of the inclined side plate of the bottom stool and the lower end of the straight side plate of the bottom stool is 50%-90% of the distance between ordinary ribs.

[0016] Furthermore, the distance from the lower edge of the foremost rib to the lower edge of the second foremost rib is 95%-100% of the distance between ordinary ribs.

[0017] Preferably, the inclination angle of the secondary front rib is consistent with the inclined side plate of the bottom stool or has a smaller floating angle up and down.

[0018] Furthermore, the inclination angle of the secondary front rib is 0°-45°.

[0019] Preferably, when an auxiliary structure for strengthening the connection between the rib and the longitudinal bone is provided on the common rib, the auxiliary structure on the common rib adjacent to the second front rib is the same as that on other common ribs. The auxiliary structure may include stiffeners and brackets, or such auxiliary structures may not be provided.

[0020] In addition to providing a ship cargo hold structure, the present invention further provides a ship comprising the cargo hold structure.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The present invention provides a ship cargo hold structure and a ship. By changing the arrangement of the secondary front ribs from being perpendicular to the inner bottom plate to being inclined, the secondary front ribs and the lower stool inclined side plates have no angle or a very small deflection angle. When the lower stool inclined side plates transfer loads to the secondary front ribs below, the path is smoother and the stress concentration coefficient is reduced. The strength requirements for the structure at the intersection of the secondary front ribs, the lower stool inclined side plates, and the inner bottom plates, as well as the structure near the intersection, are reduced, thereby improving the safety of the structure. The distance from the lower edge of the secondary front rib after the inclined arrangement to the foremost rib measured horizontally forward is equal to or close to the distance between ordinary ribs. The strength requirements here are basically equivalent to those of the prior art. Therefore, when the strength requirements for the structure at the intersection of the secondary front ribs, the lower stool inclined side plates, and the inner bottom plates, as well as the structure near the intersection, are reduced, it is not necessary to install the end reinforcement of the longitudinal frame of the first span of the outer plate behind the transverse bulkhead, thereby greatly reducing the number of parts, reducing the weight of the structure, and improving the overall safety of the structure. The ship cargo hold structure provided by the present invention has better structural strength, lighter weight, low construction difficulty, high construction efficiency, and better ship operation economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the cargo hold structure of a ship in the prior art;

[0024] Figure 2 Schematic diagram of the cargo hold structure of a ship in an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0026] like Figure 2 As shown, the technical solution of the present invention provides a ship cargo hold structure, including a cargo hold transverse bulkhead, a double bottom structure and a bottom stool structure.

[0027] The double bottom structure includes an inner bottom plate, inner bottom longitudinals, outer plates, outer plate longitudinals, the foremost rib, the second foremost rib and multiple common ribs, wherein the two ends of the foremost rib, the second foremost rib and the common rib are connected to the inner bottom plate and the outer plates respectively in order of position, and the common ribs are arranged at equal intervals, the inner bottom longitudinals are arranged below the inner bottom plate, and the outer plate longitudinals are arranged above the outer plate, and the inner bottom longitudinals and the outer plate longitudinals pass through the upper and lower ends of the foremost rib, the second foremost rib and the common rib respectively.

[0028] The bottom stool structure includes a bottom stool straight side plate and a bottom stool inclined side plate.

[0029] The lower stool structure and the bottom of the cargo hold transverse bulkhead are connected to the inner bottom plating of the double bottom structure.

[0030] The bottom of the straight side plate of the bottom stool is vertically connected to the inner bottom plate, and the bottom of the inclined side plate of the bottom stool is obliquely connected to the inner bottom plate.

[0031] The foremost floor and the second foremost floor are arranged in the double bottom structure just below the cargo hold transverse bulkhead, wherein the foremost floor is aligned with the straight side plate of the lower stool and both are arranged perpendicular to the inner bottom plate, the upper edge of the second foremost floor corresponds to the lower edge of the oblique side plate of the lower stool, and the second foremost floor is arranged obliquely in the double bottom structure, and the inclination direction is consistent with the oblique side plate of the lower stool.

[0032] In the double bottom structure, each common rib is arranged perpendicular to the inner bottom plate.

[0033] As a preferred embodiment of the present invention, the horizontal distance from the upper edge of the second-front rib to the adjacent ordinary rib is the same as the distance between other ordinary ribs. The distance from the lower edge of the second-front rib to the adjacent ordinary rib is less than the distance between other ordinary ribs. The distance from the lower end of the bottom bench's slanted side panel to the lower end of the bottom bench's straight side panel is less than the distance between ordinary ribs. The distance from the lower edge of the foremost rib to the lower edge of the second-front rib is less than or equal to the distance between ordinary ribs. The inclination angle of the second-front rib is the same as that of the bottom bench's slanted side panel, or varies slightly up and down.

[0034] As a further preferred embodiment of the present invention, the distance from the lower edge of the second-foremost rib to the adjacent standard rib is 0.2m-1m less than the distance between other standard ribs. The distance from the lower end of the slanted side panels of the base stool to the lower end of the straight side panels of the base stool is 50%-90% of the distance between standard ribs. The distance from the lower edge of the foremost rib to the lower edge of the second-foremost rib is 95%-100% of the distance between standard ribs. The inclination angle of the second-foremost rib is 0°-45°.

[0035] The following example further illustrates a ship cargo hold structure provided in the technical solution of the present invention. In this embodiment, the distance from the lower edge of the secondary front rib to the adjacent ordinary rib is 0.2 m less than the distance between other ordinary ribs, and the distance from the lower end of the bottom bench inclined side plate to the lower end of the bottom bench straight side plate is 50% of the distance between ordinary ribs. The distance from the lower edge of the foremost rib to the lower edge of the secondary front rib is equal to the distance between ordinary ribs. The secondary front rib and the bottom bench inclined side plate have the same inclination angle and are in the same plane. When an auxiliary structure for strengthening the connection between the rib and the longitudinal bone is provided on the ordinary rib, the auxiliary structure on the ordinary rib adjacent to the secondary front rib is the same as that on the other ordinary ribs. The auxiliary structure may include stiffeners and elbow plates, or such auxiliary structures may not be provided at all.

[0036] In this embodiment, the corresponding secondary fore-floor below the lower bench slant side plate is arranged at an angle. The inclination direction is the same as that of the lower bench slant side plate. The upper end of the secondary fore-floor is connected to the inner bottom plate, with the lower bench slant side plate located above the inner bottom plate at the connection. The upper edge of the secondary fore-floor corresponds to the lower edge of the lower bench slant side plate. When the inclination angles are the same, the plane of the secondary fore-floor and the plane of the lower bench slant side plate are coplanar. When the inclination angles are different, they are not coplanar. The horizontal distance from the upper edge of the secondary fore-floor to the next following floor plate is the same as the distance between other standard floors, while the distance from the lower edge of the secondary fore-floor to the next following floor plate is smaller than the distance between other standard floors. The lower width of the cargo hold transverse bulkhead, i.e., the distance from the lower end of the lower bench slant side plate to the lower end of the lower bench straight side plate, is smaller than the distance between standard floors. Therefore, the horizontal distance between the upper edge of the secondary fore-floor and the foremost floor plate is smaller than the distance between standard floors. The horizontal distance from the lower edge of the secondary fore-floor to the foremost floor plate, measured forward, is equal to the distance between standard floors. When ordinary floors are equipped with auxiliary structures to strengthen the connection between the floors and longitudinals, the auxiliary structures on the floor closest to the rear of the second-foremost floor are the same as those on other ordinary floors. The auxiliary structures may be stiffeners, brackets, etc., or they may be omitted, i.e., remain consistent. The auxiliary structures of the second-foremost floor are similar to those of ordinary floors, but due to the inclined arrangement, the specific shapes of the auxiliary structures are different. Compared with ordinary floors, no additional parts are required.

[0037] In this embodiment, the portion of the shell plating longitudinals between the second-foremost floor and the floor closest to the second-foremost floor has a smaller span, so the seawater load borne by the shell plating longitudinals is correspondingly reduced. Combined with the additional load caused by the proximity to the transverse bulkhead, the total load borne by the shell plating longitudinals is reduced compared to existing cargo hold structures, and fatigue strength is significantly improved. Without reinforcing the front and rear ends of this portion of the shell plating longitudinals, the strength requirements can be met by using shell plating longitudinals of the same specifications as those used in other locations. The shell plating longitudinals between the second-foremost floor and the foremost floor have a span that is essentially the same as that of ordinary longitudinals between floors, and therefore have similar strength requirements. Using the same specifications will not result in significant excess strength in this portion, thus reducing material waste.

[0038] When using shell plating longitudinals of the same specification, the existing cargo hold structure exhibits significant excess strength between the second-foremost floor and the foremost floor, while the longitudinals between the second-foremost floor and the nearest standard floor behind it are insufficiently strong and require reinforcement. This embodiment adjusts the distance between these two spans based on actual strength requirements, achieving a balanced state. This results in more uniform stress distribution and improved safety. Furthermore, it reduces structural components, resulting in lighter weight and lower material and processing costs.

[0039] In this embodiment, the secondary front ribs arranged below the lower stool inclined side plates are arranged in an inclined manner. Compared with the existing cargo hold structure, the secondary front ribs have no angle with the lower stool inclined side plates or the deflection angle is very small. When the lower stool inclined side plates transfer loads to the secondary front ribs below, the path is smoother and the stress concentration coefficient is reduced. The strength requirements for the structures at the intersection of the secondary front ribs, the lower stool inclined side plates, and the inner bottom plates, as well as the structures near the intersection points, have been reduced, thereby improving the safety of these structures. The foremost ribs and the secondary front ribs serve as the supporting structure and foundation below the transverse bulkhead. Compared with the existing cargo hold structure, the width of the lower end of the foundation in this embodiment is larger, and the structure is more solid, which helps to improve the bearing capacity of the transverse bulkhead. If the bearing requirements remain unchanged, the specifications and dimensions of the transverse bulkhead structure can be appropriately reduced, thereby further reducing the weight of the structure. The better rigidity of the transverse bulkhead structure can improve the vibration level of the transverse bulkhead.

[0040] In this embodiment, since the use of reinforced structures is reduced, the cargo hold structure is lighter. Under the same conditions, the ship can load a larger amount of cargo, and the ship's operating economy is better.

[0041] The cargo hold structure provided by the technical solution of the present invention eliminates one reinforced stiffener and one reinforced bracket per shell longitudinal at the transverse bulkhead. Reinforced stiffeners consist of two to three parts. Replacing reinforced stiffeners with ordinary stiffeners, which consist of only one part, reduces the number of reinforced stiffeners and brackets by two to three parts. Each transverse bulkhead has approximately 30 shell longitudinals. Based on a ship with eight transverse bulkheads, this reduces the number of parts by approximately 600. Since each reinforced stiffener and reinforced bracket weighs approximately 60 kilograms more than an ordinary stiffener, the cargo hold structure provided by the technical solution of the present invention reduces the total weight of the ship by approximately 15 tons. Based on the reduced size of the shell longitudinals, assuming each shell longitudinal reduces its area by 6 square centimeters, and each shell longitudinal is 130 meters long, totaling 30, the ship can be weight-reduced by approximately 18 tons.

[0042] In addition to providing a ship cargo hold structure, the technical solution of the present invention further provides a ship comprising the above cargo hold structure.

[0043] It should be noted that all terms used in the present invention to indicate direction and position, such as: "up", "down", "left", "right", "front", "back", "vertical", "horizontal", "inside", "outside", "top", "low", "tail end", "head end", "center", etc., are only used to explain the relative position relationship and connection status between the components in a certain state, and are only for the convenience of describing the present invention, rather than requiring the present invention to be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention. In addition, the descriptions of "first", "second", etc. in the present invention are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which both A and B are satisfied.

[0044] In the present invention, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0045] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A ship cargo hold structure, characterized by: The cargo hold structure includes a cargo hold transverse bulkhead, a double bottom structure and a bottom stool structure; The double bottom structure includes an inner bottom plate, inner bottom longitudinals, an outer plate, outer plate longitudinals, a foremost rib, a second foremost rib, and a plurality of common ribs, wherein the ends of the foremost rib, the second foremost rib, and the common ribs are connected to the inner bottom plate and the outer plate respectively in positional order, and the common ribs are arranged at equal intervals, the inner bottom longitudinals are arranged below the inner bottom plate, and the outer plate longitudinals are arranged above the outer plate, and the inner bottom longitudinals and the outer plate longitudinals pass through the upper and lower ends of the foremost rib, the second foremost rib, and the common ribs respectively; The bottom stool structure includes a bottom stool straight side plate and a bottom stool inclined side plate; The bottom stool structure and the bottom of the cargo hold transverse bulkhead are connected to the inner bottom plate of the double bottom structure; The bottom of the straight side plate of the bottom stool is vertically connected to the inner bottom plate, and the bottom of the inclined side plate of the bottom stool is obliquely connected to the inner bottom plate; The foremost floor and the second foremost floor are arranged in the double bottom structure just below the cargo hold transverse bulkhead, wherein the foremost floor is aligned with the straight side plate of the bottom stool and both are arranged perpendicular to the inner bottom plate, the upper edge of the second foremost floor corresponds to the lower edge of the oblique side plate of the bottom stool, and the second foremost floor is arranged obliquely in the double bottom structure, with the inclination direction being consistent with that of the oblique side plate of the bottom stool; In the double bottom structure, each of the common ribs is arranged perpendicular to the inner bottom plate; The horizontal distance from the upper edge of the secondary front rib to the adjacent common rib is the same as the distance between the other common ribs; The distance from the lower edge of the second front rib to the adjacent common rib is less than the distance between other common ribs; the distance from the lower end of the bottom stool oblique side plate to the lower end of the bottom stool straight side plate is less than the distance between common ribs; the distance from the lower edge of the frontmost rib to the lower edge of the second front rib is less than or equal to the distance between common ribs; The inclination angle of the secondary front rib is consistent with that of the inclined side plate of the bottom bench or has a smaller up and down floating angle; The inclination angle of the secondary front rib is 0°-45°.

2. A ship cargo hold structure according to claim 1, characterized in that: The distance from the lower edge of the secondary front rib to the adjacent common rib is 0.2m-1m smaller than the distance between other common ribs.

3. A ship cargo hold structure according to claim 2, characterized in that: The distance between the lower end of the inclined side plate of the bottom stool and the lower end of the straight side plate of the bottom stool is 50%-90% of the distance between the ordinary ribs.

4. A ship cargo hold structure according to claim 2, characterized in that: The distance from the lower edge of the frontmost rib to the lower edge of the second front rib is 95%-100% of the distance between the ordinary ribs.

5. The ship cargo hold structure according to claim 1, characterized in that: When the common ribs are provided with auxiliary structures for strengthening the connection between the ribs and the longitudinal bones, the auxiliary structures on the common ribs adjacent to the second front ribs are the same as those on the other common ribs.

6. A vessel, characterized in that: The ship comprises the cargo hold structure according to any one of claims 1 to 5.

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