Bottom side tank structure of bulk cargo ship

Abstract

The invention relates to the technical field of cabins, and discloses a bottom side tank structure of a bulk cargo ship, which comprises a ship bottom plate, a plurality of groups of grooves are formed in two sides of the interior of the ship bottom plate, damping clamping pieces are inserted into inner cavities of the grooves, and a plurality of groups of first reinforcing assemblies are inserted into the plurality of groups of damping clamping pieces together; compared with the prior art, the damping device has the advantages that the designed damping clamping pieces and the rib plates are connected in an inserted and welded mode, damping protection is effectively conducted on the rib plates, the rib plates are provided with large holes, the stress condition of the positions of the round holes is better, stress is relatively more uniform, and the damping effect is better. The structure is safer, weight reduction of a ship structure is facilitated, so that the cost of a ship is reduced, the rib plates are quickly inserted, fixed and assembled, then interval measurement, positioning and installation are performed, the assembling efficiency is effectively improved, the working difficulty of assembling is reduced, the rib plates are effectively fixed in an anti-inclination manner, and the strength of the whole bottom side tank is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship cabins, and particularly to a hopper tank structure of a bulk carrier. Background Art

[0002] A bulk carrier, also known as a dry bulk carrier or a bulk cargo ship, refers to a ship that transports large quantities of bulk goods (usually including ores, coal, cement, and other such bulk goods). On an 80,000-ton bulk carrier, according to the typical layout of single-hull bulk carriers in the common structural rules and the requirements for weight reduction, basically, the inside of the hopper tank structure needs to be opened with holes that are parallel to the hull and have rounded corners. This hole-opening pattern is a conventional one, and generally, this form is adopted in the design of bulk carriers.

[0003] For the traditional hopper tank structure with holes opened and rounded corners, and the stiffeners are all supported on the panels at the edges of the holes, and the assembly of multiple anti-tilting brackets designed requires on-site measurement of positions for assembly, resulting in an increase in welding work and prone to assembly deviation. Moreover, due to the large stress concentration often existing at the arc positions of the rear-rounded corners, it is relatively difficult to make the hole area large, further resulting in poor structural weight reduction effect of the ship, and thus increasing the production and shipping costs of the ship. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects existing in the prior art and provide a hopper tank structure of a bulk carrier, which has the advantages of convenient and rapid positioning and assembly of the rib plates of the hopper tank structure and anti-tilting fixation thereof, and is convenient for large hole opening to reduce the weight of the ship.

[0005] To achieve the above object, the technical solution of the present invention is to design a hopper tank structure of a bulk carrier, including a ship bottom plate. On both sides inside the ship bottom plate, multiple groups of grooves are provided. Shock-absorbing clamping members are inserted into the inner cavities of the grooves. Multiple groups of first reinforcement components are commonly inserted into the multiple shock-absorbing clamping members. A second reinforcement component is installed on one side inside the ship bottom plate. The second reinforcement component is clamped with the multiple groups of first reinforcement components. A longitudinal beam is welded on one side inside the ship bottom plate. An inner bottom plate is welded to the upper end of the longitudinal beam. An inclined side plate assembly is commonly provided between one side inside the inner bottom plate and the ship bottom plate. The upper ends of the multiple groups of first reinforcement components are commonly clamped with an inclined clamping member. The inclined clamping member is inserted into the inclined side plate assembly. The shock-absorbing clamping member includes a longitudinal strip installed in the inner cavity of the groove. The longitudinal strip is welded to the ship bottom plate. Steel columns are integrally connected at equal intervals in the inner cavity of the longitudinal strip. A rubber strip is filled in the inner cavity of the longitudinal strip. Through holes inserted with the steel columns are provided on the outer side of the rubber strip. A clamping plate is welded to one end of the longitudinal strip. Clamping holes clamped with the steel columns are provided at equal intervals on the outer side of the clamping plate. The first reinforcement component includes rib plates, and both sides of the rib plates are provided with multiple groups of first T-shaped grooves inserted with vertical bars and clamping plates, and circular holes are arranged on the outer sides of the rib plates.

[0006] In a further preferred technical solution, diamond-shaped holes are equidistantly arranged on the outer side of the rubber strip.

[0007] In a further preferred technical solution, three groups of second T-shaped grooves are arranged on the inclined sides of the rib plates, the inclined clamping members include first T-shaped bars clamped with the three groups of second T-shaped grooves, the first T-shaped bars are welded to multiple groups of rib plates, assembly grooves are equidistantly arranged at one ends of the three groups of first T-shaped bars away from the second T-shaped grooves, a cross bar is commonly installed between every three groups of assembly grooves, and each cross bar is spot welded to the three groups of first T-shaped bars.

[0008] In a further preferred technical solution, third T-shaped grooves are arranged on one side of the rib plates, the second reinforcement component includes second T-shaped bars clamped with the third T-shaped grooves, angle plates are welded equidistantly at the upper ends of the second T-shaped bars, inclined grooves are arranged on the outer sides of the angle plates, rib bars clamped with the angle plates are welded on the inner side of the ship bottom plate, and the rib bars are welded to multiple groups of angle plates.

[0009] In a further preferred technical solution, weight-reducing holes are arranged on the outer sides of the angle plates.

[0010] In a further preferred technical solution, the beveled side plate component includes a ramp plate welded to the inner side of the ship bottom plate, installation grooves inserted with cross bars are equidistantly arranged at the upper end of the ramp plate, an arc plate is integrally bent and designed on one side of the ramp plate, clamping grooves are equidistantly arranged at the upper end of the inner bottom plate, and clamping blocks clamped with the arc plate are equidistantly arranged on one side of the arc plate.

[0011] In a further preferred technical solution, through grooves are set at the bottom ends of the inner cavities of the through grooves, insertion posts are integrally connected to the lower ends of the clamping blocks, insertion strips are integrally connected to the outer sides of the insertion posts, the longitudinal beam is a C-shaped steel, insertion holes are equidistantly arranged at the upper end of the longitudinal beam, and slots are arranged on the inner sides of the insertion holes. The lower ends of the insertion posts and the insertion strips pass through the through grooves and are respectively inserted into the insertion holes and the slots.

[0012] In a further preferred technical solution, limiting grooves are equidistantly arranged on the inner side of the ship bottom plate, transverse rib bars are welded equidistantly at the upper end of the ramp plate, and limiting strips clamped with the limiting grooves are integrally connected to one side of the transverse rib bars.

[0013] In a further preferred technical solution, longitudinal rib plates are jointly welded between the ship bottom plate and the inner bottom plate.

[0014] The advantages and beneficial effects of the present invention are as follows: 1. The hopper tank structure of the bulk carrier can improve the welding strength between the hopper bottom plate and the hopper bottom plate by inserting the longitudinal strips into the grooves and then welding the longitudinal strips to the hopper bottom plate. In addition, by arranging rubber strips in the inner cavities of the longitudinal strips and designing a plurality of diamond holes on the outer sides of the rubber strips, the rubber strips can effectively damp and buffer the vibration fluctuations of the hull when the hull vibrates, thereby reducing its fluctuation force, thereby reducing the vibration effect transmitted to the first reinforcement component connected to the shock-absorbing clamp, facilitating the protection of the first reinforcement component, and avoiding long-term vibration that causes damage to the welding parts between the first reinforcement component and other components, resulting in a reduction in the strength of the entire hull. Therefore, the design of the shock-absorbing clamps effectively improves the shock-absorbing effect of the hopper tank structure and increases its service life.

[0015] 2. The hopper tank structure of the bulk carrier is provided with a plurality of groups of longitudinal strips and the first T-slots of the rib plates plugged in, thereby enhancing the effect of preventing the rib plates from tilting and dislocation, thereby increasing the supporting strength of the rib plates. During assembly, the first T-slots of the plurality of rib plates can be inserted from one side of the plurality of longitudinal strips and the pallets, and then the spacing positions between the rib plates to be assembled can be measured and positioned on site, which facilitates the rapid plug-in and fixed assembly of the rib plates, and then the interval measurement and positioning installation is performed, which effectively improves the assembly efficiency and reduces the difficulty of assembly. The outer side of the rib plates is provided with circular holes, and the opening design of the circular holes makes the stress condition at the circular hole position better, the stress is relatively more uniform, the structure is safer, and it is beneficial to reduce the weight of the ship structure, thereby reducing the cost of the ship. 3. The hopper tank structure of the bulk carrier is effectively improved by inserting and welding the bone strips welded on the inner side of the bottom plate and the angle plate, and the weight reduction hole design on the outer side of the angle plate is conducive to weight reduction of the ship structure, and the second T-shaped strip at the lower end of the angle plate is clamped and welded with the third T-shaped groove on the rib plate, so as to further prevent the rib plate from tilting and fix it, and effectively improve the supporting and firming effect of the rib plate, and then by installing a plurality of first T-shaped strips, the first T-shaped strips are clamped with the second T-shaped groove on the oblique side of the rib plate, and the horizontal strips are installed in the assembly groove on the first T-shaped strip, so that the anti-tilting and fixing effect of the rib plate is increased; 4. The hopper tank structure of the bulk carrier is welded between the ramp plate and the bottom plate, and the horizontal bar is plugged into the installation groove of the ramp plate of the ramp plate assembly, which is beneficial to increase the fixed installation effect of the ramp plate, and multiple clamping blocks on one side of the arc plate are clamped into the clamping groove on the upper end of the inner bottom plate, and the clamping block and the inner bottom plate are welded and reinforced, and the lower ends of the plugging column and the plugging strip at the lower end of the clamping block pass through the through groove and are respectively plugged into the plug hole and the slot at the upper end of the longitudinal beam, which effectively makes the ramp plate plugged into the inner bottom plate and the longitudinal beam, and effectively makes the installation of the ramp plate more firm, thereby increasing the strength of the entire hopper tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is the overall three-dimensional structure schematic diagram of the present invention; Figure 2 is the partial three-dimensional structure schematic diagram of the present invention; Figure 3 is the partial three-dimensional structure exploded schematic diagram of the shock-absorbing card part of the present invention; Figure 4 is the three-dimensional structure schematic diagram of the first reinforcement component of the present invention; Figure 5 is the partial three-dimensional structure schematic diagram of the ship bottom plate of the present invention; Figure 6 is the three-dimensional structure exploded schematic diagram of the inclined card part and the inclined side plate component of the present invention; Figure 7 is of the present invention Figure 6 amplified structure schematic diagram of the device in part A; Figure 8 is the partial three-dimensional structure schematic diagram of the inclined side plate component of the present invention; Figure 9 is the three-dimensional structure exploded schematic diagram of the second reinforcement component of the present invention; Figure 10 is the partial three-dimensional structure exploded schematic diagram of the present invention.

[0017] In the figure: 1, ship bottom plate; 2, shock-absorbing card part; 21, longitudinal strip; 22, steel column; 23, rubber strip; 24, through hole; 25, diamond hole; 26, card plate; 27, card hole; 3, first reinforcement component; 31, rib plate; 32, round hole; 33, first T-shaped groove; 34, second T-shaped groove; 35, third T-shaped groove; 4, inclined card part; 41, first T-shaped strip; 42, assembly groove; 43, cross strip; 5, second reinforcement component; 51, angle plate; 52, weight-reducing hole; 53, inclined groove; 54, second T-shaped strip; 55, bone strip; 6, inclined side plate component; 61, ramp plate; 62, installation groove; 63, arc plate; 64, card block; 65, insertion column; 66, insertion strip; 7, cross rib strip; 8, inner bottom plate; 9, longitudinal beam; 10, longitudinal bone plate; 11, limit groove; 12, groove; 13, limit strip; 14, card slot; 15, through slot; 16, insertion hole; 17, slot. Detailed implementation manners

[0018] The following combines the drawings and embodiments to further describe the detailed implementation manners of the present invention. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and cannot be used to limit the protection scope of the present invention.

[0019] Please refer to Figures 1-3As shown in the figure, a hopper tank structure of a bulk carrier includes a ship bottom plate 1. On both inner sides of the ship bottom plate 1, multiple groups of grooves 12 are provided. Shock-absorbing clamping members 2 are inserted into the inner cavities of the grooves 12. The shock-absorbing clamping member 2 includes a longitudinal bar 21 installed in the inner cavity of the groove 12. The longitudinal bar 21 is welded to the ship bottom plate 1. A plurality of steel columns 22 are integrally connected at equal intervals in the inner cavity of the longitudinal bar 21. A rubber strip 23 is filled in the inner cavity of the longitudinal bar 21. A through hole 24 inserted into the steel column 22 is provided on the outer side of the rubber strip 23. A clamping plate 26 is welded to one end of the longitudinal bar 21. Clamping holes 27 clamped with the steel column 22 are provided at equal intervals on the outer side of the clamping plate 26. Rhombic holes 25 are provided at equal intervals on the outer side of the rubber strip 23.

[0020] A plurality of groups of the first reinforcement components 3 are inserted into the plurality of shock-absorbing clamping members 2 together. The first reinforcement component 3 includes a rib plate 31. A plurality of first T-shaped grooves 33 inserted into the longitudinal bar 21 and the clamping plate 26 are provided on both sides of the rib plate 31. A round hole 32 is provided on the outer side of the rib plate 31.

[0021] After inserting the longitudinal bar 21 into the multiple groups of grooves 12 on the inner side of the ship bottom plate 1 and then welding the longitudinal bar 21 to the ship bottom plate 1, the welding strength between the ship bottom plate 1 and the longitudinal bar 21 can be effectively improved. By arranging the rubber strip 23 in the inner cavity of the longitudinal bar 21 and designing a plurality of rhombic holes 25 on the outer side of the rubber strip 23, the rubber strip 23 can effectively buffer the vibration fluctuations when the hull vibrates, reduce its wave force, so that the vibration effect transmitted to the first reinforcement component 3 connected to the shock-absorbing clamping member 2 is reduced, which is convenient for protecting the first reinforcement component 3 and avoiding damage to the welding parts between the first reinforcement component 3 and other components due to long-term vibration, resulting in a reduction in the strength of the entire hull. Therefore, the design of this shock-absorbing clamping member 2 effectively improves the shock-absorbing effect of this hopper tank structure, increases its service life. And through the clamping connection between the multiple steel columns 22 designed in the inner cavity of the longitudinal bar 21 and the clamping holes 27 on the outer side of the clamping plate 26, and the welding between the clamping plate 26 and the longitudinal bar 21, the connection strength between the longitudinal bar 21 and the clamping plate 26 is increased. And the longitudinal bar 21 and the clamping plate 26 are inserted into the first T-shaped grooves 33 of the rib plate 31, enhancing the anti-tilting and displacement prevention effect of the rib plate 31, thus increasing the support strength of the rib plate 31. During assembly, the first T-shaped grooves 33 of multiple rib plates 31 can be inserted from one side of multiple longitudinal bars 21 and clamping plates 26, and then on-site measurement and positioning can be carried out according to the spacing positions between the rib plates 31 to be assembled as required. This is convenient for quickly inserting and fixing the rib plates 31 for assembly, and then carrying out interval measurement and positioning installation, effectively improving the assembly efficiency and reducing the assembly work difficulty. And through the round hole 32 provided on the outer side of the rib plate 31, due to the large opening design of the round hole 32, the stress condition at the position of the round hole 32 is better, the stress is relatively more uniform, making the structure safer, which is beneficial to reducing the weight of the ship structure and thus reducing the cost of the ship.

[0022] Please refer toFigures 1-3 As shown in FIGS. 9 and 9, a second reinforcement component 5 is installed on one side inside the bottom plate 1 of the ship. The second reinforcement component 5 is clamped with a plurality of first reinforcement components 3. Third T-shaped grooves 35 are provided on one side of each rib plate 31. The second reinforcement component 5 includes a second T-shaped strip 54 that is clamped with the third T-shaped grooves 35. Angle plates 51 are welded at equal intervals at the upper end of the second T-shaped strip 54. A sloping groove 53 is provided on the outer side of the angle plate 51. A rib 55 that is clamped therewith is welded on the inner side of the bottom plate 1 of the ship. The rib 55 is welded to a plurality of angle plates 51. Weight-reducing holes 52 are provided on the outer sides of the angle plates 51.

[0023] By inserting and welding the rib 55 welded on the inner side of the bottom plate 1 of the ship with the angle plate 51, the connection strength between the rib 55 and the angle plate 51 is effectively improved. And through the design of the weight-reducing holes 52 on the outer side of the angle plate 51, it is beneficial to reduce the weight of the ship structure. And the second T-shaped strip 54 at the lower end of the angle plate 51 is clamped and welded with the third T-shaped groove 35 on the rib plate 31, further preventing the rib plate 31 from tilting and effectively improving the support firmness effect of the rib plate 31.

[0024] Please refer to Figures 1-3 As shown in FIGS. 6 and 6, a slanting clamping member 4 is jointly clamped at the upper ends of a plurality of first reinforcement components 3. The slanting clamping member 4 is inserted into the hypotenuse plate assembly 6. Three second T-shaped grooves 34 are provided on the slanting sides of each rib plate 31. The slanting clamping member 4 includes a first T-shaped strip 41 that is clamped with the three second T-shaped grooves 34. The first T-shaped strip 41 is welded to a plurality of rib plates 31. Assembly grooves 42 are equidistantly provided at one ends of the three first T-shaped strips 41 away from the second T-shaped grooves 34. A cross bar 43 is jointly installed between every three assembly grooves 42. Each cross bar 43 is spot-welded to the three first T-shaped strips 41.

[0025] By clamping the first T-shaped strip 41 with the second T-shaped groove 34 on the slanting side of the rib plate 31, and installing the cross bar 43 in the assembly groove 42 on the first T-shaped strip 41, the anti-tilting fixing effect on the rib plate 31 is increased.

[0026] Please refer to Figures 1-2 As shown in FIGS. 6 - 8, a longitudinal beam 9 is welded on one side inside the bottom plate 1 of the ship. An inner bottom plate 8 is welded at the upper end of the longitudinal beam 9. A hypotenuse plate assembly 6 is jointly provided between the inner bottom plate 8 and one side inside the bottom plate 1 of the ship. The hypotenuse plate assembly 6 includes a sloping plate 61 that is welded to the inner side of the bottom plate 1 of the ship. Installation grooves 62 that are inserted with the cross bar 43 are equidistantly provided at the upper end of the sloping plate 61. An arc-shaped plate 63 is integrally bent on one side of the sloping plate 61. Card slots 14 are equidistantly provided at the upper end of the inner bottom plate 8. Clamping blocks 64 that are clamped therewith are equidistantly provided on one side of the arc-shaped plate 63.

[0027] Please refer to Figure 10As shown, a through groove 15 is provided at the bottom end of the inner cavity of the through groove 15. The lower end of the clamping block 64 is integrally connected with an insertion post 65, and an insertion strip 66 is integrally connected to the outer side of the insertion post 65. The longitudinal beam 9 is a C-shaped steel, and insertion holes 16 are equidistantly arranged at the upper end of the longitudinal beam 9. Slots 17 are arranged inside the insertion holes 16. The lower ends of the insertion post 65 and the insertion strip 66 pass through the through groove 15 and are respectively inserted into the insertion hole 16 and the slot 17.

[0028] After the ramp plate 61 is welded to the ship bottom plate 1, the cross bar 43 is inserted into the installation groove 62 of the ramp plate 61 of the bevel plate assembly 6, which is beneficial to increasing the fixed installation effect of the ramp plate 61. A plurality of clamping blocks 64 on one side of the arc plate 63 are clamped with the clamping grooves 14 at the upper end of the inner bottom plate 8, and the clamping blocks 64 and the inner bottom plate 8 are welded and reinforced. The lower ends of the insertion post 65 and the insertion strip 66 at the lower end of the clamping block 64 pass through the through groove 15 and are respectively inserted into the insertion hole 16 and the slot 17 at the upper end of the longitudinal beam 9, effectively making the ramp plate 61 inserted between the inner bottom plate 8 and the longitudinal beam 9, effectively making the installation of the ramp plate 61 more firm, thereby increasing the strength of the entire bottom hold.

[0029] Please refer to Figure 5 and 7 As shown, limiting grooves 11 are equidistantly arranged inside the ship bottom plate 1. Transverse rib strips 7 are equidistantly welded to the upper end of the ramp plate 61. A limiting strip 13 that is integrally connected to one side of the transverse rib strip 7 and is clamped with the limiting groove 11 is provided. The limiting strip 13 on the outer side of the transverse rib strip 7 is clamped and installed with the limiting groove 11 inside the ship bottom plate 1. The transverse rib strip 7 is installed at the upper end of the ramp plate 61, further increasing the connection strength between the ramp plate 61 and the ship bottom plate 1, thereby further increasing the firmness strength of the entire bottom hold.

[0030] Please refer to Figures 1-3 As shown, a longitudinal web plate 10 is jointly welded between the ship bottom plate 1 and the inner bottom plate 8, effectively improving the connection strength between the ship bottom plate 1 and the inner bottom plate 8 and increasing the support effect of the entire bottom hold.

[0031] Working principle: by inserting the longitudinal strips 21 into the multiple groups of grooves 12 on the inner side of the bottom plate 1, and then welding the longitudinal strips 21 to the bottom plate 1, the welding strength between the bottom plate 1 and the longitudinal strips 21 can be effectively improved, and by arranging a rubber strip 23 in the inner cavity of the longitudinal strip 21, and designing multiple diamond holes 25 on the outer side of the rubber strip 23, the rubber strip 23 can effectively dampen and buffer the vibration fluctuations of the hull when it vibrates, thereby reducing its fluctuation force, thereby reducing the vibration effect transmitted to the multiple ribs 31 connected to the shock-absorbing clamp 2, facilitating the protection of the multiple ribs 31, and avoiding long-term vibration that causes the welding parts between the multiple ribs 31 and other components to be damaged, resulting in a reduction in the strength of the entire hull, thereby The design of the shock-absorbing clip 2 effectively improves the shock-absorbing effect of the bottom side tank structure and increases its service life. The multiple steel columns 22 designed through the inner cavity of the longitudinal bar 21 are clamped with the clamping holes 27 on the outside of the clamping plate 26, and the clamping plate 26 is welded to the longitudinal bar 21, thereby increasing the connection strength between the longitudinal bar 21 and the clamping plate 26. The longitudinal bar 21 and the clamping plate 26 are plugged into the first T-slot 33 of the rib 31, thereby enhancing the anti-tilting and dislocation effect of the rib 31, thereby increasing the supporting strength of the rib 31. During assembly, the first T-slot 33 of the multiple ribs 31 can be inserted from one side of the multiple longitudinal bars 21 and the clamping plate 26, and then the spacing position between the ribs 31 to be assembled can be measured and positioned on site, which is convenient for first assembling the ribs The rib plate 31 is quickly plugged in and fixed for assembly, and then interval measurement and positioning installation are performed, which effectively improves the assembly efficiency and reduces the difficulty of assembly. The outer side of the rib plate 31 is provided with a circular hole 32. The large opening design of the circular hole 32 makes the stress condition at the position of the circular hole 32 better, and the stress is relatively more uniform, making the structure safer, which is conducive to weight reduction of the ship structure, thereby reducing the cost of the ship. The bone strip 55 welded on the inner side of the bottom plate 1 is plugged in and welded with the angle plate 51, which effectively improves the connection strength between the bone strip 55 and the angle plate 51. The design of the weight reduction hole 52 on the outer side of the angle plate 51 is conducive to weight reduction of the ship structure. The second T-shaped strip 54 at the lower end of the angle plate 51 and the third T-shaped slot 3 on the rib plate 31 are connected. 5 is clamped and welded, and the rib plate 31 is further fixed to prevent tilting, which effectively improves the supporting and firming effect of the rib plate 31. Subsequently, multiple first T-shaped bars 41 are installed, and the first T-shaped bars 41 are clamped with the second T-shaped grooves 34 of the oblique side of the rib plate 31, and the cross bars 43 are installed in the assembly grooves 42 on the first T-shaped bars 41, so that the anti-tilting and fixing effect of the rib plate 31 is increased. After the ramp plate 61 is welded to the bottom plate 1, the cross bars 43 are plugged into the mounting grooves 62 of the ramp plate 61 of the oblique side plate assembly 6, which is beneficial to increase the fixing and installation effect of the ramp plate 61, and multiple clamping blocks 64 on one side of the arc plate 63 are clamped with the clamping grooves 14 at the upper end of the inner bottom plate 8, and the clamping blocks 64 are welded and reinforced with the inner bottom plate 8.The insertion post 65 at the lower end of the clamping block 64 and the lower ends of the insertion strips 66 pass through the through groove 15 and are respectively inserted into the insertion holes 16 and the insertion slots 17 at the upper end of the longitudinal beam 9, effectively enabling the ramp plate 61 to be inserted between the inner bottom plate 8 and the longitudinal beam 9, effectively making the installation of the ramp plate 61 more firm, thereby increasing the strength of the entire bottom hold. The limiting strip 13 on the outer side of the transverse rib 7 is snap-fitted with the limiting groove 11 on the inner side of the ship bottom plate 1, and the transverse rib 7 is installed at the upper end of the ramp plate 61, further increasing the connection strength between the ramp plate 61 and the ship bottom plate 1, thereby further increasing the firmness strength of the entire bottom hold.

[0032] The above is only the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. The structure of the double bottom tank of a bulk carrier includes a ship bottom plate, and is characterized in that: On both inner sides of the ship bottom plate, multiple groups of grooves are provided. Shock-absorbing clamping members are inserted into the inner cavities of the grooves. Multiple groups of the shock-absorbing clamping members commonly insert multiple groups of first reinforcement components. On one inner side of the ship bottom plate, a second reinforcement component is installed. The second reinforcement component is clamped with multiple groups of first reinforcement components. On one inner side of the ship bottom plate, a longitudinal beam is welded. At the upper end of the longitudinal beam, an inner bottom plate is welded. Between the inner bottom plate and one inner side of the ship bottom plate, a bevel plate assembly is commonly provided. At the upper ends of multiple groups of the first reinforcement components, an inclined clamping member is clamped. The inclined clamping member is inserted into the bevel plate assembly; The shock-absorbing clamping member includes a longitudinal strip installed in the inner cavity of the groove. The longitudinal strip is welded to the ship bottom plate. Steel columns are integrally connected at equal intervals in the inner cavity of the longitudinal strip. A rubber strip is filled in the inner cavity of the longitudinal strip. Through holes inserted with the steel columns are provided on the outer side of the rubber strip. A clamping plate is welded to one section of the longitudinal strip. Clamping holes clamped with the steel columns are provided at equal intervals on the outer side of the clamping plate; The first reinforcement component includes a rib plate. Multiple first T-shaped grooves inserted with the longitudinal strip and the clamping plate are provided on both sides of the rib plate. Round holes are provided on the outer side of the rib plate.

2. The bottom tank structure of a bulk carrier according to claim 1, characterized in that: Diamond-shaped holes are provided at equal intervals on the outer side of the rubber strip.

3. The bottom side tank structure of a bulk carrier according to claim 1, characterized in that: Three second T-shaped grooves are provided on the inclined sides of the rib plate. The inclined clamping member includes a first T-shaped strip clamped with the three second T-shaped grooves. The first T-shaped strip is welded to multiple groups of rib plates. Assembly grooves are provided at equal intervals at one ends of the three first T-shaped strips away from the second T-shaped grooves. A cross bar is commonly installed between every three groups of the assembly grooves. Each cross bar is spot welded to the three first T-shaped strips.

4. The bottom side tank structure of a bulk carrier according to claim 1, characterized in that: Third T-shaped grooves are provided on one side of the rib plate. The second reinforcement component includes a second T-shaped strip clamped with the third T-shaped grooves. Angle plates are welded at equal intervals at the upper end of the second T-shaped strip. Inclined grooves are provided on the outer side of the angle plates. A bone strip clamped with it is welded to the inner side of the ship bottom plate. The bone strip is welded to multiple groups of angle plates.

5. The bottom hopper tank structure of the bulk carrier according to claim 4, characterized in that: Weight-reducing holes are provided on the outer sides of the angle plates.

6. The bottom tank structure of a bulk carrier according to claim 3, characterized in that: The bevel plate assembly includes a slope plate welded to the inner side of the ship bottom plate. Installation grooves inserted with the cross bars are provided at equal intervals at the upper end of the slope plate. An arc plate is integrally bent and designed on one side of the slope plate. Card slots are provided at equal intervals at the upper end of the inner bottom plate. Clamping blocks clamped with it are provided at equal intervals on one side of the arc plate.

7. The bottom tank structure of a bulk carrier according to claim 6, characterized in that: Through grooves are set at the bottom ends of the inner cavities of the through grooves. An insertion column is integrally connected to the lower end of the clamping block. An insertion strip is integrally connected to the outer side of the insertion column. The longitudinal beam is a C-shaped steel. Insertion holes are provided at equal intervals at the upper end of the longitudinal beam. Slots are provided on the inner sides of the insertion holes. The lower ends of the insertion column and the insertion strip pass through the through grooves and are respectively inserted into the insertion holes and the slots.

8. The bottom side tank structure of a bulk carrier according to claim 6, characterized in that: Limit grooves are provided at equal intervals on the inner side of the ship bottom plate. Cross rib strips are welded at equal intervals at the upper end of the slope plate. Limit strips clamped with the limit grooves are integrally connected to one side of the cross rib strips.

9. The bottom tank structure of a bulk carrier according to claim 1, characterized in that: A longitudinal bone plate is welded between the ship bottom plate and the inner bottom plate.

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