Hatch coaming structure of open container ship

Abstract

The utility model discloses a hatch coaming structure of an open container ship, which is characterized in that the hatch coaming structure comprises a pair of longitudinal hatch coamings, a pair of transverse hatch coamings and a pair of heightening longitudinal coamings which are respectively connected with the longitudinal hatch coamings and the transverse hatch coamings; the cargo compartment comprises two groups of triangular supporting coamings, a plurality of transverse cargo compartment coamings, reinforcing toggle plates and a plurality of longitudinal reinforcing ribs. According to the hatch coaming structure of the open container ship, the hatch coaming structure with the large height is adopted, the influence of upward waves on the ship body structure is reduced, and more containers are protected. And the hatch coamings with different heights are adopted on the basis of different wave rising degrees of different areas of the ship, so that the safety and the economical efficiency are improved. The front-end wave rising condition is serious, the hatch coaming height is increased, the safety is improved, the rear-end wave rising condition is obviously improved, the hatch coaming height is reduced, steel materials are reduced, and the economical efficiency is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of container ship structures, in particular to a hatch enclosure structure of an open container ship. Background Art

[0002] Open-top container ships lack hatch covers, enabling fast loading and unloading and high economic efficiency. To prevent seawater from entering the cargo holds, ship designs typically incorporate longitudinal and transverse coamings perpendicular to the deck around the open-deck cargo hold openings. Open-top container ships lack roof closing devices, and when sailing in adverse sea conditions, seawater can flood into the cargo holds, compromising the ship's stability and structural strength. To minimize wave action, open-top container ships typically feature taller cargo hold hatch coamings to prevent seawater from entering from all directions and ensure adequate navigation safety.

[0003] When selecting hatch coaming height, existing open container ships do not consider the different wave conditions at different length positions and keep the same height in the length direction (e.g. Figure 1 If the overall height is low, the front end of the cargo hold, which is severely affected by waves, will be underprotected, reducing safety. If the overall height is high, the rear end of the cargo hold, which is less affected by waves, will have too large a safety margin, resulting in a waste of steel and reduced economic efficiency. At the same time, the light ship's center of gravity will be higher, which is detrimental to stability. Utility Model Content

[0004] The technical problem solved by the utility model is that the hatch coamings of traditional container ships have the same height, which easily leads to insufficient protection of the front end of the cargo hold, reduced safety, or waste of steel materials and low economy.

[0005] In order to solve the above technical problems, the present invention provides a hatch coaming structure for an open container ship, wherein the hatch coaming structure comprises:

[0006] A pair of longitudinal hatch coamings, vertically connected to the left and right edges of the container ship hatch;

[0007] A pair of transverse hatch coamings, respectively connected vertically to the front and rear end edges of the container ship hatch, with both ends connected to the pair of longitudinal hatch coamings on both sides;

[0008] a pair of raised longitudinal coamings, each vertically connected to the pair of longitudinal hatch coamings near the bow, and connected to the transverse hatch coamings near the bow;

[0009] Two sets of triangular supporting coamings, two in each set, connecting the two ends of the longitudinal hatch coaming and the upper deck respectively;

[0010] a plurality of transverse cargo hold coamings, vertically connected to the upper deck and connected at both ends to a pair of the longitudinal hatch coamings, the plurality of transverse cargo hold coamings being spaced apart between a plurality of adjacent cargo holds;

[0011] Reinforcing brackets, evenly distributed along the length of the container ship and connecting the hatch coaming structure and the upper deck; and

[0012] A plurality of longitudinal reinforcing ribs are arranged at intervals on the outer side of the longitudinal hatch coaming in the height direction of the container ship.

[0013] Optionally, the transverse hatch coaming is provided with a plurality of openings in a horizontal direction near the top.

[0014] Optionally, the opening is located higher than the top of the longitudinal hatch coaming.

[0015] Optionally, both ends of the triangular supporting panel close to the bow and the stern are concave in a circular arc toward the upper deck.

[0016] Optionally, the transverse cargo hold coaming comprises:

[0017] Weak stop coaming, the structure of which is the same as that of the transverse hatch coaming;

[0018] The structure of the strong backstop is the same as that of the longitudinal hatch coaming;

[0019] The weak barrier panels and the strong barrier panels are arranged according to the types between the cargo holds.

[0020] Optionally, the height of the longitudinal hatch coaming is 4470 mm.

[0021] Optionally, the sum of the heights of the longitudinal hatch coaming and the raised longitudinal coaming is 6200 mm.

[0022] Optionally, the raised longitudinal coaming is arranged at 30% of the length of the longitudinal hatch coaming close to the bow.

[0023] Optionally, the highest point of the raised longitudinal coaming is lower than the highest point of the transverse hatch coaming.

[0024] Optionally, the upper portion of the longitudinal hatch coaming is further provided with a perforated plate for lashing.

[0025] The beneficial effects of the technical solution of this utility model are:

[0026] This new hatch coaming structure for open container ships utilizes a high-height structure, minimizing the impact of wave action on the hull structure and protecting more containers. Different hatch coaming heights are employed based on the varying wave action in different areas of the ship, improving safety and cost-effectiveness. In situations where wave action is severe at the front, increasing the coaming height improves safety. At the rear, where wave action is significantly improved, reducing the coaming height reduces steel material and improves cost-effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 Schematic diagram of the structure of a hatch coaming in the prior art;

[0028] Figure 2 This is a structural diagram of the hatch coaming structure in an embodiment of the present utility model;

[0029] Figure 3 This is a schematic structural diagram of a longitudinal hatch coaming in an embodiment of the present utility model;

[0030] Figure 4 This is a schematic structural diagram of a transverse hatch coaming in an embodiment of the present utility model;

[0031] Figure 5 This is a structural diagram of the reinforced bracket in the embodiment of the present utility model;

[0032] Figure 6 This is a schematic structural diagram of a strong retaining plate in an embodiment of the present utility model;

[0033] Figure 7 It is a schematic structural diagram of the weak barrier plate in an embodiment of the present utility model.

[0034] In the attached figure: 1. longitudinal hatch coaming, 2. transverse hatch coaming, 3. increased longitudinal coaming, 4. triangular support coaming, 5. reinforced bracket, 6. upper deck, 7. strong stop coaming, 8. weak stop coaming, 21. opening. DETAILED DESCRIPTION

[0035] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but they are not intended to limit the present invention.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0037] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" means two or more, unless otherwise specifically defined.

[0038] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integral connection; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0039] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0040] See Figure 1 and Figure 2 FIG. 1 shows an embodiment of an open container ship hatch coaming structure, wherein the hatch coaming structure includes a pair of longitudinal hatch coamings 1, respectively connected vertically to the left and right side edges of the container ship; a pair of transverse hatch coamings 2, respectively connected vertically to the front and rear end edges of the container ship, and both ends are connected to the pair of longitudinal hatch coamings 1 on both sides; a pair of raised longitudinal coamings 3, respectively connected vertically to the pair of longitudinal hatch coamings 1 near the bow, and connected to the transverse hatch coamings 2 near the bow; two groups of triangular support coamings 4, two in a group, respectively connected to the two ends of the longitudinal hatch coaming 1 and the upper deck 6; a plurality of transverse cargo hold coamings (not shown), vertically connected to the upper deck 6 and connected to a pair of longitudinal hatch coamings 1 at both ends, and the plurality of transverse cargo hold coamings are spaced between a plurality of adjacent cargo holds; a reinforcing bracket 5 (such as Figure 5The invention also provides a plurality of longitudinal reinforcing ribs (not shown) which are evenly distributed in the longitudinal direction of the container ship and connect the hatch coaming structure (including the longitudinal hatch coaming 1 and the increased longitudinal coaming 3) and the upper deck 6; and a plurality of longitudinal reinforcing ribs (not shown) which are spaced apart on the outer side of the longitudinal hatch coaming 1 in the height direction of the container ship.

[0041] In this embodiment, Figure 4 As shown, the transverse hatch coaming 2 is provided with a plurality of openings 21 in the horizontal direction near the top. The position of the openings 21 is higher than the top of the longitudinal hatch coaming 1.

[0042] In this embodiment, Figure 2 and Figure 3 As shown, both ends of the triangular supporting panel 4 close to the bow and stern are concave in a circular arc toward the upper deck.

[0043] In this embodiment, Figure 6 and Figure 7 As shown, the transverse cargo hold coaming includes a weak coaming 8, which has the same structure as the transverse hatch coaming 2; a strong coaming 7, which has the same structure as the longitudinal hatch coaming 1; the weak coaming 8 and the strong coaming 7 are arranged according to the type of cargo holds.

[0044] In this embodiment, the height of the longitudinal hatch coaming 1 is 4470 mm.

[0045] In this embodiment, the sum of the heights of the longitudinal hatch coaming 1 and the heightened longitudinal coaming 3 is 6200 mm.

[0046] In this embodiment, the raised longitudinal coaming 3 is arranged at 30% of the length of the longitudinal hatch coaming 1 close to the bow.

[0047] In this embodiment, the highest point of the raised longitudinal coaming 3 is lower than the highest point of the transverse hatch coaming 2 .

[0048] In this embodiment, the upper portion of the longitudinal hatch coaming 1 is further provided with an open plate (not shown) for lashing.

[0049] The following description will provide a further understanding of the characteristics and functions of the present invention.

[0050] This embodiment proposes a method based on the phenomenon that different areas of the ship experience different wave conditions. For hatch coaming structures with inconsistent heights in the length direction of the ship, the wave condition at the front end is severe. By raising the hatch coaming height, the structural safety is protected. The wave condition at the rear end is improved. By lowering the hatch coaming height, steel is saved, and safety and economy are guaranteed at the same time. In order to predict the wave conditions of ships in severe sea conditions, the IMO organization has issued the MSC.Circ.608 interim guidelines, which require that the hourly wave flooding of each open cargo hold under five different wave directions be simulated. The flooding must be below a certain flooding limit before the hatch coaming height is considered to meet the requirements and the safety of the ship without a closing device is guaranteed. According to test results, the flooding in the bow oblique wave condition is usually the largest, which means that the protection requirements for the front end of the cargo hold side are the highest.

[0051] This embodiment proposes a hatch coaming structure with variable height in the length direction for open container ships, which fully protects the stability and structural strength of the ship while saving steel, while ensuring safety and economy.

[0052] The key point of this embodiment is that the longitudinal hatch coaming of the open container ship adopts a variable height type, with different heights adopted at different ship length positions, which takes into account both navigation safety and reducing waves, as well as lightweight structure and reduced steel consumption.

[0053] The protection point of this embodiment is the structural design of the longitudinal hatch coaming of the open container ship with varying heights.

[0054] This embodiment is aimed at an open container ship. In order to reduce the adverse effects of wave loads on the hull, this embodiment proposes a hatch coaming structure.

[0055] Figure 1 This is a hatch coaming structure of the prior art. In conventional designs, the hatch coaming structure is a continuous structure with a constant height. No or a small number of longitudinal stiffeners are provided on the hatch coaming web, and reinforcing brackets are provided at regular intervals in the length direction of the ship.

[0056] Figure 2 and Figure 3 This is a diagram of the longitudinal hatch coaming structure of this embodiment, illustrating its structural form and layout. The longitudinal hatch coaming is approximately 4470mm high, with longitudinal reinforcement ribs installed approximately 900mm apart along the ship's height. Triangular support structures with guide arcs are installed at the edges of the structure to enhance overall stability. The coaming height is increased to approximately 6200mm within the bow section, approximately 30% of the coaming's longitudinal length. This uneven height ensures that the hatch coaming structure meets strength requirements while saving steel.

[0057] Figure 4This is a structural diagram of the fore and aft transverse hatch coamings of this embodiment. The lower structures of the fore and aft ends of the longitudinal hatch coamings are consistent with the layout of the transverse hatch coamings between cargo holds. An open plate higher than the longitudinal hatch coaming is provided on the upper part for lashing.

[0058] Figure 5 This is a diagram of the hatch coaming structure reinforcement bracket of this embodiment. A large reinforcement bracket is provided at every four ribs of the longitudinal hatch coaming in the ship's length direction. The reinforcement bracket plate is a T-section structure, perpendicular to the hatch coaming panel and the upper deck respectively, providing support for the longitudinal hatch coaming structure.

[0059] Figure 6 and Figure 7 This diagram shows the transverse hatch coaming structure of this embodiment, which serves as a spacer between adjacent cargo holds. Two sections of transverse hatch coaming, each with varying strengths, are installed between different cargo holds. The strong section, similar to the longitudinal coaming, features longitudinal reinforcements at approximately 900mm intervals along the ship's height. The weak section utilizes panels and partially perforated plates, meeting the required hatch coaming strength while reducing steel usage and saving costs.

[0060] In summary, the hatch coaming structure of the open container ship of this invention utilizes a high-height structure, which reduces the impact of wave action on the hull structure and protects more containers. Furthermore, based on the varying degrees of wave action in different areas of the ship, different hatch coaming heights are employed, improving safety and cost-effectiveness. For areas with severe wave action at the front, increasing the coaming height improves safety. For areas with significantly less wave action at the rear, reducing the coaming height reduces steel material and improves cost-effectiveness.

[0061] The above are only preferred embodiments of the present invention and do not limit the implementation methods and protection scope of the present invention. Those skilled in the art should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. An open container ship hatch coaming structure, characterized in that: The hatch coaming structure comprises: A pair of longitudinal hatch coamings, vertically connected to the left and right edges of the container ship hatch; A pair of transverse hatch coamings, respectively connected vertically to the front and rear end edges of the container ship hatch, with both ends connected to the pair of longitudinal hatch coamings on both sides; a pair of raised longitudinal coamings, each vertically connected to the pair of longitudinal hatch coamings near the bow, and connected to the transverse hatch coamings near the bow; Two sets of triangular supporting coamings, two in each set, connecting the two ends of the longitudinal hatch coaming and the upper deck respectively; a plurality of transverse cargo hold coamings, vertically connected to the upper deck and connected at both ends to a pair of the longitudinal hatch coamings, the plurality of transverse cargo hold coamings being spaced apart between a plurality of adjacent cargo holds; Reinforcing brackets, evenly distributed along the length of the container ship and connecting the hatch coaming structure and the upper deck; and A plurality of longitudinal reinforcing ribs are arranged at intervals on the outer side of the longitudinal hatch coaming in the height direction of the container ship.

2. The open container ship hatch coaming structure according to claim 1, characterized in that: The transverse hatch coaming is provided with a plurality of openings in a horizontal direction near the top.

3. The hatch coaming structure of an open container ship according to claim 2, characterized in that: The opening is located higher than the top of the longitudinal hatch coaming.

4. The open container ship hatch coaming structure according to claim 3, characterized in that: Both ends of the triangular supporting panel close to the bow and the stern are concave in an arc toward the upper deck.

5. The open container ship hatch coaming structure according to claim 4, characterized in that: The transverse cargo hold coaming comprises: Weak stop coaming, the structure of which is the same as that of the transverse hatch coaming; The structure of the strong backstop is the same as that of the longitudinal hatch coaming; The weak barrier panels and the strong barrier panels are arranged according to the types between the cargo holds.

6. The open container ship hatch coaming structure according to claim 5, characterized in that: The height of the longitudinal hatch coaming is 4470 mm.

7. The open container ship hatch coaming structure according to claim 6, characterized in that: The sum of the heights of the longitudinal hatch coaming and the raised longitudinal coaming is 6200 mm.

8. The open container ship hatch coaming structure according to claim 7, characterized in that: The raised longitudinal coaming is arranged at 30% of the length of the longitudinal hatch coaming close to the bow.

9. The open container ship hatch coaming structure according to claim 8, characterized in that: The highest point of the raised longitudinal coaming is lower than the highest point of the transverse hatch coaming.

10. The open container ship hatch coaming structure according to claim 9, characterized in that: The upper portion of the longitudinal hatch coaming is further provided with an open plate for lashing.

Images