Flexible structure for cross intersection of ship bulkhead

Abstract

The utility model belongs to the technical field of ship design, and particularly discloses a flexible structure for a cross point of a ship bulkhead, which comprises any three cross rigid plates, the point where the three rigid plates intersect in a concentrated manner is marked as the cross point, and a groove is arranged at the position, close to the cross point, of at least one rigid plate; according to the utility model, the groove-shaped design is adopted, so that the longitudinal bulkhead is changed into a flexible structure near the intersection point, the stress distribution is more uniform, and the phenomenon of stress concentration is effectively reduced; when being impacted or vibrated, the energy can be better absorbed and dispersed, the problems of fatigue damage, crack propagation and the like are not prone to occurring in the long-term use process, and the safety of the ship structure is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of ship design, and particularly relates to a flexible structure for the cross point of ship bulkheads. Background Art

[0002] In the ship structure layout, it is very common that the deck surface (horizontal) and the longitudinal bulkhead (vertical) meet at the same transverse bulkhead. Such an intersection point is usually called a cross point. As shown in Figure 1 This cross point is very disadvantageous for the ship connection structure. It will form a hard point, resulting in a high stress concentration, and easily causing bad consequences such as weld cracking.

[0003] For such hard points formed by the cross, the current conventional method is to add transition structures such as brackets before and after the transverse bulkhead to relieve or eliminate the stress concentration at this point. As shown in Figure 2 After adding the transition structure, the contact area is changed from a point to two lines, thus increasing the contact area and reducing the load concentration.

[0004] However, the transition structure must be added on all four sides. If less than four sides are added, the effect is poor. The main reason is that when the longitudinal bulkhead and the deck surface cross, they only intersect at one point, and the contact area is too small, only three sides. Due to the imbalance and asymmetry of the transition structure 5, structural problems such as cracks are also likely to occur. And due to ship layout reasons, in some areas (such as the cargo hold area), sufficient space must be guaranteed and no additional structure can be added, which makes the conventional transition strengthening scheme inapplicable.

[0005] In view of this, the utility model provides a flexible structure for the cross point of ship bulkheads. Content of the Utility Model

[0006] The purpose of the utility model is to provide a flexible structure for the cross point of ship bulkheads to solve the above problems.

[0007] To achieve the above purpose, the utility model provides the following technical scheme: A flexible structure for the cross point of ship bulkheads includes any three rigid plates that cross each other. The point where the three rigid plates intersect is marked as the cross point. A groove is provided at least on one rigid plate near the cross point.

[0008] As a preferred technical scheme of the utility model, the rigid plates include a deck surface, a longitudinal bulkhead, and a transverse bulkhead.

[0009] As a preferred technical solution of the utility model, the deck surface is vertically welded in the horizontal direction, the longitudinal bulkhead and the transverse bulkhead are perpendicularly arranged in the vertical direction, and the deck surface is welded at any position of the transverse bulkhead, and there is a cross intersection with the longitudinal bulkhead and the transverse bulkhead in the vertical direction.

[0010] As a preferred technical solution of the utility model, a groove is provided on the longitudinal bulkhead near the cross intersection.

[0011] As a preferred technical solution of the utility model, the deck surface, the transverse bulkhead or the longitudinal bulkhead is provided with a groove at least near the cross intersection.

[0012] As a preferred technical solution of the utility model, the transverse bulkhead is an intermediate carrier, and the deck surface and the longitudinal bulkhead act vertically on the surface of the transverse bulkhead.

[0013] As a preferred technical solution of the utility model, the groove includes a U-shaped plate, and the U-shaped plate is formed by bending a rigid plate.

[0014] As a preferred technical solution of the utility model, the rigid plate is connected by welding.

[0015] Compared with the prior art, the beneficial effects of the utility model are as follows: the utility model adopts a groove-type design, so that the longitudinal bulkhead becomes a flexible structure near the intersection, making the stress distribution more uniform, thereby effectively reducing the stress concentration phenomenon; when subjected to impact or vibration, it can better absorb and disperse energy, and is not prone to problems such as fatigue damage and crack propagation during long-term use, thereby improving the safety of the ship structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic structural diagram of the cross intersection of the ship bulkhead of the utility model;

[0017] Figure 2 This is a schematic diagram of the conventional transition structure of the ship bulkhead of the utility model;

[0018] Figure 3 It is a schematic diagram of the flexible structure of the ship bulkhead of the utility model.

[0019] In the figure: 1. Deck surface; 2. Transverse bulkhead; 3. Longitudinal bulkhead; 4. Cross intersection; 5. Transition structure; 6. Groove type. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0021] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "vertical", "upper", "lower", "horizontal", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0022] In the description of the present utility model, it should also be noted that unless otherwise clearly defined and limited, the terms "set", "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0023] Please refer to Figure 3 , the present utility model provides a technical solution: a flexible structure for the cross intersection point of a ship bulkhead, including any three rigid plates that intersect crosswise. The point where the three rigid plates intersect is marked as the cross intersection point. A groove 6 is provided at a position close to the cross intersection point on any one of the rigid plates, making one side of the corresponding rigid plate softer, forming an effect similar to a spring;

[0024] For example, assuming a steel knife is used as the rigid plate and a groove 6 is provided, that is, it changes from a steel knife against a steel knife to a steel knife against a spring. Although the contact area is small, because one side has elasticity and flexibility, it can deform freely within a small range, alleviating the problem of steel against steel and hard collision.

[0025] Specifically, the rigid plates described in this embodiment include a deck surface 1, transverse bulkheads 2, and longitudinal bulkheads 3. The deck surface 1, transverse bulkheads 2, and longitudinal bulkheads 3 are rigid plates in three different directions. In practical applications, the deck surface 1 is placed horizontally, the transverse bulkhead 2 intersects perpendicularly in the width direction of the deck surface 1 to form a width vertical line, and the longitudinal bulkhead 3 is a vertical plane in the length direction of the deck surface 1 and intersects perpendicularly with the transverse bulkhead 2 to form a height vertical line. The width vertical line and the height vertical line intersect at a central point to form a cross intersection point. Among them, a groove 6 is provided at the intersection perpendicular line of the longitudinal bulkhead 3 and the transverse bulkhead 2, making the longitudinal bulkhead 3 have an effect similar to a spring, and making the longitudinal bulkhead 3 a flexible structure at the cross intersection point. Thus, the cross intersection point is no longer rigid against rigid, but rigid against flexible, thereby reducing the stress concentration situation and improving the safety of the ship structure.

[0026] Certainly, for better effect, a groove 6 is provided near the cross intersection point on the deck surface to form a better flexible against flexible situation. However, because there are usually installation equipment or pedestrian passages on the deck surface, it is inconvenient to change to a groove 6. Therefore, special attention needs to be paid to the reasonable arrangement of the position of the groove 6 during design.

[0027] Similarly, since the transverse bulkheads 2 and the longitudinal bulkheads 3 jointly divide the internal space of the hull into several compartments, this division not only facilitates the classification, storage, and management of goods, but also improves the safety of the ship. Therefore, only from the perspective of improving the stress at the cross intersection point, a groove 6 can be provided on the transverse bulkhead 2 to achieve the same effect of improving the flexible structure. However, the transverse bulkhead 2 is usually located below the deck and plays an important role in supporting the deck surface 1. The deck surface 1 will be subjected to forces in different directions, and the presence of the transverse bulkhead 2 can effectively prevent the deck surface 1 from deforming or being damaged. The transverse bulkhead 2 can share the force on the ship. Therefore, setting a groove 6 in the vertical direction of the transverse bulkhead 2 will result in a poor pressure-bearing capacity of the transverse bulkhead 2. Therefore, special attention needs to be paid to the reasonable arrangement of the direction of the groove 6 during design.

[0028] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A flexible structure for the cross point of a ship bulkhead, characterized in that: It includes any three rigid plates that cross each other. The point where the three rigid plates intersect concentrically is marked as the cross point, and a groove is provided at least on one rigid plate near the cross point.

2. The flexible structure for the cross point of the ship bulkhead according to claim 1, wherein: The rigid plate includes a deck surface, longitudinal bulkheads, and transverse bulkheads.

3. The flexible structure for the cross point of a ship bulkhead according to claim 2, wherein: The deck surface is vertically welded in the horizontal direction, the longitudinal bulkheads and the transverse bulkheads are perpendicularly arranged in the vertical direction, and the deck surface is welded at any position of the transverse bulkhead, and there is a cross point with the longitudinal bulkheads and the transverse bulkheads in the vertical direction.

4. A flexible structure for the cross intersection of a ship bulkhead according to claim 3, characterized in that: A groove is provided near the cross point on the longitudinal bulkhead.

5. A flexible structure for a ship bulkhead cross intersection according to claim 4, characterized in that: The deck surface, the transverse bulkhead, or the longitudinal bulkhead is provided with a groove at least near the cross point.

6. The flexible structure for the cross intersection point of a ship bulkhead according to claim 5, characterized in that: The transverse bulkhead is an intermediate carrier, and the deck surface and the longitudinal bulkheads act perpendicularly on the surface of the transverse bulkhead.

7. A flexible structure for the cross intersection of a ship bulkhead according to claim 1, characterized in that: The groove includes a U-shaped plate, and the U-shaped plate is bent based on the rigid plate.

8. A flexible structure for the cross intersection of ship bulkheads according to claim 1, characterized in that: The rigid plates are connected by welding.

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