A longitudinal and transverse hybrid skeleton of a cargo ship

Abstract

The utility model discloses a longitudinal and transverse hybrid skeleton of a cargo ship, comprising a bottom plate, wherein the inner layer of the bottom plate is an inner bottom plate and a solid rib is welded in a gap between the two, the bottom plate and the inner bottom plate extend together to the top of the side of the cabin and are equipped with a top side beam, the side portion of the inner bottom plate is welded with side reinforcements at transverse intervals, the inner bulkhead of the side portion of the inner bottom plate is welded with an integrally formed side longitudinal bone and side rib, and the middle portion of the cabin space is also provided with a bulkhead longitudinal girder which divides the cabin space into two parts; the utility model abolishes the segmented longitudinal and transverse hybrid skeleton type in which the middle portion of the side of the traditional cargo ship adopts a transverse skeleton type and the upper and lower portions adopt a longitudinal skeleton type, and designs each portion of the cargo ship as a longitudinal and transverse hybrid skeleton with both transverse and longitudinal skeletons, fundamentally solving the problems of stress concentration at the transition and intersection of the longitudinal and transverse skeletons and the difficulty of segmented welding, and on this basis, innovatively strengthens the stability of the cabin structure and maximizes the use of the cabin capacity.

Description

Technical Field

[0001] The utility model relates to a longitudinal and transverse mixed frame, in particular to a longitudinal and transverse mixed frame of a cargo ship. Background Art

[0002] The hull is the basic part of a ship, which can be divided into the main hull and the superstructure. The main hull is composed of many plate frame structures, which can be divided into three types according to the layout direction of the main beam: transverse frame, longitudinal frame, and mixed frame (longitudinal and transverse mixed frame).

[0003] Cargo ships, especially bulk carriers, usually use a longitudinal and transverse mixed frame hull structure when they are designed with double hulls. The longitudinal and transverse mixed frame of cargo ships usually adopts a transverse frame in the middle of the side and a longitudinal frame in the upper and lower parts. Different frame structures can better adapt to the stress characteristics of each part of the hull. However, such a hull structure is relatively complex and difficult to weld in sections. In particular, appropriate continuous transition treatment must be made at the transition and intersection of the longitudinal and transverse frames. Stress concentration problems are also prone to occur at the transition and intersection of the longitudinal and transverse frames. In addition, the transition of the longitudinal and transverse frames cannot maximize the use of the cabin capacity in terms of structure. Utility Model Content

[0004] In order to solve the deficiencies existing in the above-mentioned technologies, the utility model provides a longitudinal and transverse hybrid frame of a cargo ship.

[0005] In order to solve the above technical problems, the technical solution adopted by the utility model is: it includes a bottom plate located on the outer layer that is in direct contact with seawater, the inner layer of the bottom plate is the inner bottom plate and solid ribs are welded in the gap between the two, the bottom plate and the inner bottom plate extend together to the top of the side of the cabin and are equipped with top side beams, the side part of the inner bottom plate is welded with side reinforcements at transverse intervals of the ship, and one-piece side longitudinal bones and side ribs are welded on the inner bulkhead of the side part of the inner bottom plate, and a bulkhead longitudinal girder that divides the cabin space into two parts is also arranged in the middle of the cabin space.

[0006] Further, the solid ribs extend transversely in the bottom area between the bottom plate and the inner bottom plate, and are formed in a manner of supporting the inner bottom plate.

[0007] Furthermore, the solid ribs are cross-welded with bottom longitudinals extending in the longitudinal direction of the ship, and bilaterally symmetrical lightening holes are provided on the solid ribs, the maximum diameter of the lightening holes being smaller than the maximum length of the interval between the bottom plate and the inner bottom plate at the center line thereof.

[0008] Furthermore, the side longitudinals and the side ribs extend in the longitudinal and transverse directions of the ship respectively, and the two are staggeredly connected with each other. There are multiple side longitudinals, and the multiple side longitudinals are equidistantly spaced up and down the side. The side longitudinals and the side ribs together form a corrugated plate shape.

[0009] Furthermore, the top side beams extend longitudinally of the ship and are two in number. The two top side beams are symmetrically arranged with each other and a deck is commonly connected therebetween.

[0010] Furthermore, the bulkhead longitudinal girder is in the shape of a plate with thickness, and the bulkhead longitudinal girder extends in the longitudinal direction of the ship, and an upper stool and a lower stool are welded to the upper and lower sides of the bulkhead longitudinal girder respectively.

[0011] Further, the other side of the upper stool is welded to the lower side of the deck, and the other side of the lower stool is welded to the inner bottom plate.

[0012] Furthermore, the side reinforcement includes an integrally formed reinforcement sheet metal, a wing plate, and a mounting plate.

[0013] Furthermore, two narrow sides of the reinforced sheet metal are respectively bent to form wing plates, and long sides of the two wing plates are bent to form mounting plates.

[0014] The utility model discloses a longitudinal and transverse hybrid frame of a cargo ship, which replaces the segmented longitudinal and transverse hybrid frame type in which the middle part of the traditional cargo ship side adopts a transverse frame type and the upper and lower parts adopt a longitudinal frame type, and designs each part of the cargo ship as a longitudinal and transverse hybrid frame with both transverse frames, thereby fundamentally solving the problems of stress concentration at the transition and intersection of the longitudinal and transverse frames and the difficulty of segmented welding, and on this basis, innovatively strengthens the stability of the cabin structure and makes the maximum use of the cabin capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of a segmented section of the utility model.

[0016] Figure 2 It is a schematic structural diagram of the side reinforcement of the utility model.

[0017] In the figure: 1. Bottom plating; 2. Inner bottom plating; 3. Solid ribs; 4. Bottom longitudinals; 5. Lightening holes; 6. Side longitudinals; 7. Side ribs; 8. Top side beams; 9. Air holes; 10. Deck; 11. Upper bench; 12. Lower bench; 13. Bulkhead longitudinal girder; 14. Side reinforcement; 15. Strengthened sheet metal; 16. Wing plate; 17. Mounting plate. DETAILED DESCRIPTION

[0018] The utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0019] like Figure 1-2As shown together, this embodiment is about the longitudinal and transverse hybrid skeleton of the cargo ship, including a bottom plate 1 located on the outer layer directly in contact with seawater, the inner layer of the bottom plate 1 is the inner bottom plate 2 and solid ribs 3 are welded in the gap between the two, the bottom plate 1 and the inner bottom plate 2 extend together to the top of the side of the cabin and are equipped with top side beams 8, the side part of the inner bottom plate 2 is welded with side reinforcements 14 at lateral intervals of the ship, and the inner bulkhead of the side part of the inner bottom plate 2 is welded with integrally formed side longitudinal bones 6 and side ribs 7, and the middle part of the cabin space is also provided with a bulkhead longitudinal girder 13 that divides the cabin space into two parts.

[0020] Preferably, the solid ribs 3 extend transversely in the bottom area between the bottom plate 1 and the inner bottom plate 2 to support the inner bottom plate 2. The solid ribs 3 are implemented in the longitudinal direction of the ship in the form of multiple plates spaced apart, which are not only used to support and connect the bottom plate 1 and the inner bottom plate 2, but also to maximize the structural strength of the bottom area while reducing the loss of cabin capacity.

[0021] Furthermore, the present embodiment preferably adopts a hybrid longitudinal and transverse skeleton of components, so the solid ribs 3 are cross-welded with bottom longitudinal bones 4 extending in the longitudinal direction of the ship, and the intersection of the solid ribs 3 and the bottom longitudinal bones 4 is perpendicular to each other, thereby strengthening the longitudinal strength of the bottom area; the solid ribs 3 are provided with left-right symmetrical lightening holes 5, and the maximum diameter of the lightening holes 5 is smaller than the maximum length of the interval between the bottom plate 1 and the inner bottom plate 2 at the center line thereof. Since the present embodiment has more transverse components and longitudinal components than the traditional bottom structure, the weight of the hull is reduced by providing the lightening holes 5.

[0022] Preferably, the side longitudinals 6 and the side ribs 7 extend in the longitudinal and transverse directions of the ship respectively, and the two are staggered and connected with each other. There are multiple side longitudinals 6, and the multiple side longitudinals 6 are equidistantly spaced on the upper and lower sides of the side. The side longitudinals 6 and the side ribs 7 together form a corrugated plate shape; traditional cargo ships often adopt a transverse frame type in the middle of the side, and there is no structural support or longitudinal reinforcement of the longitudinal strength in the longitudinal direction, but such an approach often easily leads to insufficient longitudinal strength of the side, especially at the intersection of sections. In this embodiment, the side longitudinals 6 and the side ribs 7 are arranged as one body, which is equivalent to the side ribs 7 themselves being a large wall-attached structure, and the side longitudinals 6 protrude into the cabin from the large side ribs 7. From the cross-section, the two together form a corrugated plate shape, which structurally eliminates the problem of intersections of different frame types, and is an integrated structure from the bow to the stern, with a stronger ability to resist stress and no stress collapse point.

[0023] Preferably, the top side beam 8 extends longitudinally in the ship and there are two of them. The two top side beams 8 are symmetrically arranged with each other, and a deck 10 is commonly connected between the two. The top side beam 8 is placed at the connection position of the top side tank of a traditional cargo ship to strengthen the connection strength of the upper end cut-off position of the side.

[0024] Preferably, the bulkhead girder 13 is in the shape of a plate with thickness. The bulkhead girder 13 extends in the longitudinal direction of the ship. The upper and lower sides of the bulkhead girder 13 are respectively welded with an upper stool 11 and a lower stool 12. Therefore, the bulkhead girder 13 not only has the function of separating cabins, but also has the function of resisting the longitudinal twisting force of the cabin. Through the connection of the upper stool 11 and the lower stool 12, the connection of the bulkhead girder 13 itself is strengthened and stable, and it will not occupy the cabin capacity.

[0025] Furthermore, the other side of the upper stool 11 is welded to the lower side of the deck 10 , and the other side of the lower stool 12 is welded to the inner bottom plate 2 .

[0026] The side reinforcement 14 includes an integrally formed reinforcement sheet metal 15, a wing plate 16, and a mounting plate 17. Due to the large curvature and absolute extension length of the ship's side, fatigue cracks and adverse deformations may occur at certain structural points of the side transverse components after long-term use. By adding a side reinforcement 14 to the side, daily point impacts and deformations can be resisted.

[0027] Preferably, the two narrow sides of the reinforcing sheet metal 15 are respectively bent to form wing panels 16, and the long sides of the two wing panels 16 are bent to form mounting plates 17. The reinforcing sheet metal 15 is directly connected to the inner wall of the inner bottom plate 2, and the wing panels 16 face the interior of the cabin.

[0028] In this way, the longitudinal and transverse hybrid frame of the cargo ship disclosed by the utility model replaces the segmented longitudinal and transverse hybrid frame of the traditional cargo ship, in which the middle part of the side adopts a transverse frame and the upper and lower parts adopt a longitudinal frame. Each part of the cargo ship is designed as a longitudinal and transverse hybrid frame with both transverse and longitudinal frames, which fundamentally solves the problems of stress concentration at the transition and intersection of the longitudinal and transverse frames and the difficulty of segmented welding. On this basis, the stability of the cabin structure is innovatively strengthened, and the cabin capacity is maximized.

[0029] The above implementation modes are not limitations of the present invention, and the present invention is not limited to the above examples. Any changes, modifications, additions or substitutions made by technicians in this technical field within the technical solution of the present invention also belong to the protection scope of the present invention.

Claims

1. A longitudinal and transverse hybrid frame of a cargo ship, characterized in that: The invention comprises a bottom plate (1) located at the outer layer and in direct contact with seawater, the inner layer of the bottom plate (1) is an inner bottom plate (2) and a solid rib plate (3) is welded in the gap between the two, the bottom plate (1) and the inner bottom plate (2) extend together to the top of the side of the cabin and are equipped with a top side beam (8), the side part of the inner bottom plate (2) is welded with a side reinforcement (14) at a lateral interval of the ship, the inner bulkhead of the side part of the inner bottom plate (2) is welded with an integrally formed side longitudinal bone (6) and side rib (7), and a bulkhead longitudinal girder (13) is also arranged in the middle of the cabin space to divide the cabin space into two parts.

2. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 1, characterized in that: The solid rib (3) extends transversely in the bottom area between the bottom plate (1) and the inner bottom plate (2) and is formed in a manner of supporting the inner bottom plate (2).

3. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 2, characterized in that: The solid ribs (3) are cross-welded with bottom longitudinal bones (4) extending in the longitudinal direction of the ship. The solid ribs (3) are provided with left-right symmetrical lightening holes (5). The maximum diameter of the lightening holes (5) is smaller than the maximum length of the interval between the bottom plate (1) and the inner bottom plate (2) at the position where the center line thereof is located.

4. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 1, characterized in that: The side longitudinals (6) and the side ribs (7) extend in the longitudinal direction and the transverse direction of the ship respectively, and the two are interlaced and connected with each other. There are multiple side longitudinals (6), and the multiple side longitudinals (6) are equidistantly spaced up and down the side. The side longitudinals (6) and the side ribs (7) together form a corrugated plate shape.

5. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 1, characterized in that: The top side beam (8) extends longitudinally of the ship and is two in number. The two top side beams (8) are symmetrically arranged with a deck (10) connected therebetween.

6. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 5, characterized in that: The bulkhead longitudinal girder (13) is in the shape of a plate with thickness. The bulkhead longitudinal girder (13) extends in the longitudinal direction of the ship. An upper stool (11) and a lower stool (12) are respectively welded to the upper and lower sides of the bulkhead longitudinal girder (13).

7. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 6, characterized in that: The other side of the upper stool (11) is welded to the lower side of the deck (10), and the other side of the lower stool (12) is welded to the inner bottom plate (2).

8. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 1, characterized in that: The side reinforcement member (14) comprises an integrally formed reinforcement sheet metal (15), a wing plate (16), and a mounting plate (17).

9. The longitudinal and transverse hybrid skeleton of a cargo ship according to claim 8, characterized in that: The two narrow sides of the reinforcing sheet metal (15) are respectively bent to form wing plates (16), and the long sides of the two wing plates (16) are both bent to form mounting plates (17).

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