Combined type supporting column structure for ship LNG (Liquefied Natural Gas) tank cabin

Abstract

The invention provides a combined strut structure for a ship LNG tank cabin, the ship is provided with an inner bottom plate, a second deck and a third deck, the LNG tank cabin is arranged between the inner bottom plate and the third deck and is enclosed and limited by a tank cabin rear wall plate, and the combined strut structure comprises an open structure strut body arranged in the vertical direction and fixed to the inner side of the tank cabin rear wall plate; the upper end of the strut body is fixedly connected with a strong structure of a third deck; the lower end of the strut body terminates in a second deck height area to form a narrowed transition section; the tail end of the transition section is fixedly connected with a longitudinal profile web fixedly arranged on a tank cabin rear wall plate, and the load borne by the supporting column body is transmitted to a longitudinal profile and the tank cabin rear wall plate through the transition section. According to the technical scheme, the problems that a conventional penetrating type supporting column is complex in structure and prone to generating hard points, hinders internal arrangement of a tank cabin and the like can be solved, the length of the supporting column is reduced, arrangement of a piping system and an air duct in the tank cabin is facilitated, and construction difficulty is reduced.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of shipbuilding, and particularly relates to a combined type support structure for a ship LNG tank cabin. BACKGROUND

[0002] In order to make the vehicle pass through the cabin without obstruction, no transverse bulkhead is arranged in the vehicle cabin, and a small amount of supports are used to support the deck and reduce the span of the cross beam and longitudinal girder. In order to well transmit stress and ensure the effective action of the support, the support and the corresponding strengthening are generally connected to the strong structure, such as the deck and the outer plate.

[0003] A passenger-vehicle roll-on / roll-off ship is a series ship, and originally, the garage is arranged between the 1-3 deck, the 3-5 deck and the 5-7 deck, and two supports are arranged on each layer of the garage. After the subsequent ship is changed from diesel engine driving to dual-fuel driving, the 1 deck is cancelled, the LNG tank cabin is arranged between the inner bottom plate and the 3 deck, and the rear wall of the LNG tank cabin is at the same rib position as one of the supports between the original 1-3 deck. The conventional design scheme is to extend the support between the original 1-3 deck to the inner bottom plate by using the rear wall of the LNG tank cabin, and to make the support corresponding strengthening from the inner bottom plate to the outer plate.

[0004] The conventional design scheme is prone to the following problems:

[0005] The end of the support is connected to the strong structure, that is, the inner bottom plate and the 3 deck, and the total height is up to 8 meters, a large number of partitions need to be arranged in the support, which not only increases the welding workload, but also easily causes the deformation of the support;

[0006] The lower end of the support is prone to hard points, which causes stress concentration, structural fatigue damage and other problems.

[0007] The pipe system, air duct and the like in the tank cabin are arranged depending on the wall plate, and the size of the support is larger than that of the profile on the wall plate, which is not conducive to the arrangement of the pipe system and the air duct.

[0008] Therefore, how to provide a combined type support structure for a ship LNG tank cabin has become a technical problem to be solved, which can solve the problems of the conventional through-type support, such as complex structure, easy to produce hard points and hinder the internal arrangement of the tank cabin. SUMMARY

[0009] The embodiment of the present application provides a combined type support structure for a ship LNG tank cabin, which can solve the problems of the conventional through-type support, such as complex structure, easy to produce hard points and hinder the internal arrangement of the tank cabin, and under the premise of ensuring the satisfaction of the ship structure strength, the length of the support is reduced, which is conducive to the arrangement of the pipe system and the air duct in the tank cabin and reduces the construction difficulty.

[0010] In one embodiment of the present application, a combined support structure for a LNG tank hold of a ship is provided, the ship having an inner bottom, a second deck and a third deck, the LNG tank hold being arranged between the inner bottom and the third deck and being enclosed by a tank hold aft wall, the combined support structure comprising:

[0011] a support body in open structure, arranged vertically and fixedly attached to the inner side of the tank hold aft wall;

[0012] wherein the upper end of the support body is fixedly connected to the strong structure of the third deck, the lower end of the support body terminates at the height region of the second deck and forms a narrowed transition section, and the end of the transition section is fixedly connected to the web of a longitudinal profile fixedly arranged on the tank hold aft wall, so that the load borne by the support body is transmitted to the longitudinal profile and the tank hold aft wall through the transition section.

[0013] Further, the cross-sectional size of the support body is the same as that of the vehicle hold inboard support arranged between the third deck and the fifth deck of the ship.

[0014] Further, the support body is composed of a plate material, and the material grade of the plate material is not lower than the higher one of the material grade of the tank hold aft wall and the material grade of the vehicle hold inboard support between the third deck and the fifth deck.

[0015] Further, the nominal thickness of the plate material constituting the support body is not less than the nominal thickness of the web of the longitudinal profile on the tank hold aft wall.

[0016] Further, when the plate thickness of the vehicle hold inboard support between the third deck and the fifth deck is greater than the plate thickness of the web of the longitudinal profile, the plate thickness of the support body in the region where the upper end of the support body is connected to the third deck and in the range extending one longitudinal girder height in each direction is not less than 0.4 times the plate thickness of the vehicle hold inboard support.

[0017] Further, the plate thickness of the wall plate of the portion of the tank hold aft wall corresponding to the connection region of the support body is not less than 0.4 times the plate thickness of the vehicle hold inboard support.

[0018] Further, at least one transverse partition is arranged inside the support body, and the plate thickness of the transverse partition is the same as the minimum nominal thickness of the plate material constituting the support body.

[0019] Further, the two side walls of the transition section converge inwardly at an included angle of not greater than 15°, so that the connection size of the end thereof matches the size of the web of the longitudinal profile.

[0020] The beneficial effects brought by the present application are as follows:

[0021] As can be seen from the above scheme, the present application provides a combined type support structure for a ship LNG tank cabin, the ship has an inner bottom plate, a second deck and a third deck, the LNG tank cabin is arranged between the inner bottom plate and the third deck and is surrounded by a tank cabin rear wall plate, the combined type support structure comprises: a support body which is an open type structure, is arranged in a vertical direction and is fixedly attached to the inner side of the tank cabin rear wall plate; wherein the upper end of the support body is fixedly connected with the strong structure of the third deck; the lower end of the support body terminates at the height area of the second deck and forms a narrowed transition section; the tail end of the transition section is fixedly connected with the web plate of a longitudinal profile fixedly arranged on the tank cabin rear wall plate, so that the load borne by the support body is transmitted to the longitudinal profile and the tank cabin rear wall plate through the transition section. The technical scheme of the present application can solve the problems of the conventional through type support, such as complex structure, easy to produce hard points and hinder the internal arrangement of the tank cabin, etc., under the premise of ensuring to meet the ship structure strength, the length of the support is reduced, which is beneficial to the arrangement of piping and air duct in the tank cabin and reduces the construction difficulty. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 A combined type support structure for a ship LNG tank cabin according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0024] In an embodiment of the present application, a combined type support structure for a ship LNG tank cabin can solve the problems of the conventional through type support, such as complex structure, easy to produce hard points and hinder the internal arrangement of the tank cabin, etc., under the premise of ensuring to meet the ship structure strength, the length of the support is reduced, which is beneficial to the arrangement of piping and air duct in the tank cabin and reduces the construction difficulty.

[0025] In an embodiment of the present application, a combined type support structure for a ship LNG tank cabin is provided, the ship has an inner bottom plate, a second deck and a third deck, the LNG tank cabin is arranged between the inner bottom plate and the third deck and is surrounded by a tank cabin rear wall plate, the combined type support structure comprises:

[0026] A pillar body is in open structure, arranged in vertical direction and fixedly attached to the inner side of the tank cabin rear wall plate;

[0027] The upper end of the pillar body is fixedly connected with the strong structure of the third deck; the lower end of the pillar body terminates at the height region of the second deck and forms a narrowed transition section; the end of the transition section is fixedly connected with the web plate of the longitudinal profile fixedly arranged on the tank cabin rear wall plate, so that the load borne by the pillar body is transmitted to the longitudinal profile and the tank cabin rear wall plate through the transition section.

[0028] In the embodiment of the present application, the length of the pillar is limited to the height of a single deck (from the height of the third deck to the height of the second deck), and compared with the conventional scheme of crossing two decks, the length of the pillar is greatly shortened. This makes the pillar structure simpler, the number of required partitions inside is reduced, the welding workload and manufacturing cost are significantly reduced, the risk of deformation caused by excessive welding is reduced, and the construction efficiency and quality are improved. By narrowing the lower end of the pillar and connecting it to the longitudinal profile of the tank cabin rear wall plate instead of directly connecting it to the inner bottom plate with extremely high rigidity, the sharp change in rigidity at the connection point is avoided. This design enables the stress to be more evenly dispersed through the wall plate profile and the wall plate itself, fundamentally eliminating the "hard point" phenomenon, significantly reducing the risk of stress concentration, and improving the fatigue resistance and service life of the structure.

[0029] Through the shortened pillar and the small-size connection mode of the lower end thereof, more valuable space is left in the LNG tank cabin. The pipelines, air ducts and other equipment can be more flexibly arranged along the wall plate, bypassing the obstruction of the pillar, improving the utilization rate of the space inside the tank cabin and the convenience of equipment arrangement, and facilitating subsequent installation and maintenance operations. By requiring the cross section of the pillar to be consistent with the upper garage pillar and specifying the selection principles of the material and plate thickness, the design is easy to integrate into the existing ship design system, which is conducive to the standardized production and cost control of the series of ships.

[0030] In an embodiment of the present application, the cross-sectional size of the pillar body is the same as the cross-sectional size of the pillar arranged in the vehicle cabin between the third deck and the fifth deck of the ship, facilitating standardized design and manufacturing.

[0031] In an embodiment of the present application, the pillar body is composed of a plate material, and the material grade of the plate material is not lower than the higher one of the material grade of the tank cabin rear wall plate and the material grade of the pillar in the vehicle cabin between the third deck and the fifth deck, ensuring the material performance of the key stress area.

[0032] In an embodiment of the present application, the nominal thickness of the plate material constituting the pillar body is not less than the nominal thickness of the web plate of the longitudinal profile on the tank cabin rear wall plate, which is conducive to smooth stress transition while ensuring the strength of the tank cabin rear wall.

[0033] In one embodiment of the present application, when the plate thickness of the vehicle cabin internal pillar between the third deck and the fifth deck is greater than the web plate thickness of the longitudinal profile, the plate thickness of the pillar body is not less than 0.4 times the plate thickness of the vehicle cabin internal pillar in the range of one longitudinal girder height in each direction in the area where the upper end of the pillar body is connected to the third deck, so as to locally strengthen the key connection area.

[0034] In one embodiment of the present application, the plate thickness of the wall plate corresponding to the connection area of the pillar body on the tank cabin rear wall plate is not less than 0.4 times the plate thickness of the vehicle cabin internal pillar, further strengthening the local bearing capacity of the wall plate.

[0035] In one embodiment of the present application, the inside of the pillar body is provided with at least one transverse partition plate, and the plate thickness of the transverse partition plate is the same as the minimum nominal thickness of the plate material constituting the pillar body, so as to ensure the stability of the pillar itself.

[0036] In one embodiment of the present application, the two side walls of the transition section converge inwardly at an included angle of not greater than 15°, so that the connection size of the end is matched with the web size of the longitudinal profile, and the moderate transition angle can effectively avoid stress concentration and ensure smooth load transmission.

[0037] Through the above design, the present application successfully achieves the three major goals of structural simplification, hard point elimination and space optimization. The scheme has been successfully applied to a real ship project and has been recognized by the ship owner and the ship classification society, proving its technical feasibility and significant advantages.

[0038] As shown in Figure 1 , a combined pillar structure for a ship LNG tank cabin is shown in FIG. 1. Figure 1

[0039] Figure 1 In one embodiment of the present application, a combined pillar structure for a ship LNG tank cabin comprises a pillar body.

[0040] The pillar body is an open pillar attached to the LNG tank cabin rear wall, and the tank cabin is located between the inner bottom plate and the third deck. The upper end of the pillar is connected to the third deck, and the lower end is narrowed at the 2-deck height position and connected to the profile on the wall plate.

[0041] ​The size of the combined pillar should be consistent with that of the 3-5A garage pillar, and the material should be the better one of the material of the tank rear wall plate and the material of the 3-5A garage pillar. The thickness of the plate of the combined pillar should be consistent with the thickness of the web plate of the profile on the LNG tank rear wall. When there are multiple specifications of the profile, the profile connected to the end of the pillar is used as the criterion. When the thickness of the plate of the 3-5A garage pillar is greater than the thickness of the web plate of the profile of the tank rear wall, the thickness of the plate of the upper end of the combined pillar in the range of the height of the longitudinal girder in each direction should be not less than 0.4 times the thickness of the plate of the corresponding 3-5A garage pillar, and the thickness of the plate in the range of the pillar on the wall plate should be not less than 0.4 times the thickness of the plate of the corresponding 3-5A garage pillar. A partition is arranged in the combined pillar, and the thickness of the partition plate is the minimum thickness of the pillar. The lower end of the combined pillar is slowly narrowed to be consistent with the size of the profile, and the transition angle is not greater than 15°.

[0042] By adopting the method, the stress can still be well transmitted, the hull structure strength is met, the length of the pillar is reduced, and the effective arrangement space in the LNG tank is increased.

[0043] In the embodiment of the present application, the upper end of the combined pillar structure is fixedly connected to the longitudinal girder of the third deck or other strong structure by welding to bear the load from the upper deck. The cross-sectional size of the pillar body is consistent with the size of the garage pillar between the third deck and the fifth deck above, for example, the same box-shaped cross section is adopted.

[0044] In the material selection, the plate material of the pillar body is not less than the better one of the plate material of the tank rear wall and the material of the upper garage pillar. The thickness of the plate is not less than the thickness of the web plate of the longitudinal profile connected thereto. If the thickness of the plate of the upper garage pillar is greater, local thickening needs to be performed on the connection area of the upper end of the pillar (within one height of the longitudinal girder), and the thickness of the plate after thickening is not less than 0.4 times the thickness of the plate of the upper garage pillar. At the same time, the thickness of the plate corresponding to the connection area of the pillar on the tank rear wall plate also needs to be increased to not less than 0.4 times the value. A transverse partition is arranged in the pillar, and the thickness of the partition plate is the minimum thickness of the pillar.

[0045] In the embodiment of the present application, a combined pillar structure for an LNG tank of a ship is provided, the ship has an inner bottom plate, a second deck and a third deck, the LNG tank is arranged between the inner bottom plate and the third deck and is surrounded by a tank rear wall plate, and the combined pillar structure comprises: a pillar body which is an open structure, is arranged in a vertical direction and is fixedly attached to the inner side of the tank rear wall plate; wherein the upper end of the pillar body is fixedly connected to the strong structure of the third deck; the lower end of the pillar body terminates in the height area of the second deck and forms a narrowed transition section; and the end of the transition section is fixedly connected to the web plate of a longitudinal profile fixedly arranged on the tank rear wall plate, so that the load borne by the pillar body is transmitted to the longitudinal profile and the tank rear wall plate through the transition section.

[0046] The technical scheme of the present application can solve the problems of the conventional through-type pillar, such as complex structure, easy generation of hard points, and hindering of internal arrangement of the tank cabin, and under the premise of guaranteeing the satisfaction of the hull structure strength, the length of the pillar is reduced, which is beneficial to the arrangement of the piping system and the air duct in the tank cabin and reduces the construction difficulty.

[0047] The above is the preferred embodiment of the present application. It should be pointed out that for ordinary skilled persons in the technical field, several improvements and refinements can be made without departing from the principle of the present application, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A combined strut structure for a ship's LNG tank compartment, the ship having an inner bottom plate, a second deck, and a third deck, the LNG tank compartment being disposed between the inner bottom plate and the third deck and enclosed by a rear bulkhead, characterized in that, The combined support structure includes: A support column body, which is an open structure, is set vertically and fixedly attached to the inner side of the rear wall panel of the tank compartment; The upper end of the support body is fixedly connected to the strong structure of the third deck; the lower end of the support body terminates at the height region of the second deck and forms a narrowing transition section; the end of the transition section is fixedly connected to the web of the longitudinal profile fixedly installed on the rear wall of the tank, so that the load borne by the support body is transferred to the longitudinal profile and the rear wall of the tank through the transition section.

2. A combined support structure for a ship's LNG tank as described in claim 1, characterized in that, The cross-sectional dimensions of the support body are the same as those of the support pillars installed in the vehicle cabins between the third and fifth decks of the ship.

3. A combined support structure for a ship's LNG tank as described in claim 1 or 2, characterized in that, The support body is constructed by welding plates, and the material grade of the plates is not lower than the higher of the material grade of the rear wall panel of the tank and the material grade of the support pillars in the vehicle compartment between the third and fifth decks.

4. A combined support structure for a ship's LNG tank as described in claim 1, characterized in that, The nominal thickness of the plate constituting the main body of the support column is not less than the nominal thickness of the web of the longitudinal profile on the rear wall of the tank.

5. A combined support structure for a ship's LNG tank as described in claim 2, characterized in that, When the thickness of the support plate in the vehicle cabin between the third and fifth decks is greater than the thickness of the web plate of the longitudinal profile, in the area where the upper end of the support body connects to the third deck, within a range extending one longitudinal girder height in each direction, the thickness of the support body is not less than 0.4 times the thickness of the support plate in the vehicle cabin.

6. A combined support structure for a ship's LNG tank as described in claim 5, characterized in that, On the rear wall panel of the tank compartment, the portion corresponding to the connection area of ​​the support body has a wall panel thickness of not less than 0.4 times the thickness of the support panel inside the vehicle compartment.

7. A combined support structure for a ship's LNG tank as described in claim 1, characterized in that, The interior of the support body is provided with at least one transverse partition, the thickness of which is the same as the minimum nominal thickness of the sheet metal constituting the support body.

8. A combined support structure for a ship's LNG tank as described in claim 1, characterized in that, The two side walls of the transition section converge inward at an angle of no more than 15°, so that the connection dimension at its end matches the web dimension of the longitudinal profile.

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