Dead wood structure of ship

Abstract

The utility model relates to a ship deadwood structure which comprises an outer frame, the outer frame comprises a first framework and a second framework, one end of the first framework is bent and arranged on an outer plate of a ship, the other end of the first framework is in smooth transition connection with one end of the second framework, and the other end of the second framework is bent and arranged on the outer plate of the ship; the upper portion and the lower portion of the outer frame are each provided with a sealing plate, one side of each sealing plate is connected with the outer frame, the other side of each sealing plate is connected with the outer plate, and a buoyancy cavity is defined between the outer plate and the outer frame. The sealing plate is of an integral plate structure, plug welding holes are formed in the surface of the sealing plate, and the sealing plate is connected with the outer plate through the plug welding technology. A traditional whole thick plate is replaced by the outer plate-frame combined design, and the whole plate sealing and plug welding processes are combined, so that weight reduction, welding optimization and buoyancy improvement are realized.

Description

TECHNICAL FIELD

[0001] The utility model relates to ship design and manufacturing technical field especially relates to a ship deadwood structure. BACKGROUND

[0002] Ship deadwood is an important structural component located at the bottom of the stern, mainly used to enhance the longitudinal strength and maneuvering stability of the ship. The traditional deadwood structure is mostly made of a whole thick steel plate which is directly processed and formed and then welded with the ship body. Referring to Figure 1 , Figure 1 The deadwood design diagram of 3500TEU container ship, the weight of the whole thick plate accounts for about 15%-20% of the total weight of the stern structure. The design of the whole thick plate and the ship body welding is simple but has the following defects:

[0003] (1) The weight is too large: the whole thick plate design leads to the rear movement of the stern gravity center, increases the empty ship weight, and affects the ship stability and fuel economy;

[0004] (2) Low welding efficiency: the traditional sealing plate needs to be welded block by block, which produces a large number of welds, resulting in high welding deformation risk and significant labor cost;

[0005] (3) Insufficient utilization of buoyancy: the deadwood and the ship body form a closed space (dead space) which is not effectively utilized, and cannot provide additional buoyancy for the stern.

[0006] Therefore, the applicant proposes a ship deadwood structure to reduce the empty ship weight, reduce the welding workload and improve the ship maneuvering performance. SUMMARY

[0007] The utility model aims at overcoming the above-mentioned defects, providing a ship deadwood structure, solving the problems of heavy deadwood structure, low welding efficiency and unused buoyancy in the prior art, and realizing the synergistic optimization of weight reduction, welding simplification and buoyancy improvement.

[0008] The utility model is realized as follows:

[0009] A ship deadwood structure, in combination with the original outer plate of the ship, comprises an outer frame, the outer frame comprises a first skeleton and a second skeleton, the first skeleton and the second skeleton are both in strip shape, one end of the first skeleton is bent and arranged on the outer plate of the ship, the other end of the first skeleton is smoothly connected with one end of the second skeleton, the other end of the second skeleton is bent and arranged on the outer plate of the ship;

[0010] The upper and lower of the outer frame are respectively provided with a sealing plate, one side of the sealing plate is connected with the outer frame, and the other side is connected with the outer plate, so that a buoyancy cavity is formed between the outer plate and the outer frame; the sealing plate is in an integral plate structure, and a plug welding hole is formed in the surface of the sealing plate and connected with the ship outer plate through a plug welding process;

[0011] The connecting position of the first skeleton on the outer plate is arranged at the stern shaft of the ship, the stern shaft of the ship is a cast steel part, the connecting position of the second skeleton on the outer plate is arranged at a transverse rib plate welded with the cast steel part, a stern shaft hole is arranged on the cast steel part of the stern shaft, and a cavity is arranged above the stern shaft hole; two symmetrical weight-reducing holes are arranged on the transverse rib plate.

[0012] Further, the first skeleton, the second skeleton and the outer plate form a triangular stable structure.

[0013] Further, the first skeleton and the second skeleton are obtuse angles.

[0014] Further, the cavity is triangular, and the cavity is arranged at the tail of the cast steel part.

[0015] Further, the outer frame adopts a lightweight truss type or rib plate type structure.

[0016] Further, the outer frame adopts a high-strength steel skeleton.

[0017] Further, the outer frame and the outer plate are connected through intermittent welding.

[0018] Further, the buoyancy cavity is in a fluid mechanics optimized shape, and the cavity shape is optimized through fluid mechanics analysis.

[0019] Compared with the prior art, the ship deadwood structure has the following beneficial effects:

[0020] The ship deadwood structure provided by the utility model realizes the synergistic optimization of weight reduction, welding simplification and buoyancy improvement through outer plate-frame combined design and sealing plate optimization, and has the following advantages:

[0021] (1) The weight is significantly reduced: the combined structure is 30%-40% lighter than the traditional thick plate, the ship tail gravity center is moved forward, and the ship stability and fuel efficiency are improved.

[0022] (2) The welding efficiency is improved: the plug welding hole design reduces the continuous welding seam requirement, the welding working hours are reduced by about 40%, and the deformation rate is reduced by about 25%.

[0023] (3) The buoyancy gain: the optimized cavity structure can provide additional buoyancy, and the ship model tank test verifies that the ship pitching amplitude is reduced by 15%, and the turning radius is shortened by 10%.

[0024] (4) Cost savings: Comprehensive weight reduction and welding optimization reduced the construction cost of a single ship. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the existing log structure of a 3500TEU container ship.

[0026] Figure 2 This is a schematic diagram of the log structure of this utility model.

[0027] Figure 3 This is a cross-sectional schematic diagram of the log structure of this utility model.

[0028] Figure 4 for Figure 2 A schematic diagram of the cross-section at point AA.

[0029] Figure 5 for Figure 4 A magnified view of part B.

[0030] in:

[0031] 1. Outer plate, 2. Outer frame, 2.1. First skeleton, 2.2. Cast steel parts, 3. Sealing plate, 4.1. Plug weld hole, 5. Buoyancy cavity, 6. Transverse rib, 7. Tail shaft hole, 8. Cavity, 9. Weight reduction hole. Detailed Implementation

[0032] To better understand the technical solution of this utility model, a detailed description will be provided below in conjunction with relevant illustrations. It should be understood that the specific embodiments described below are not intended to limit the specific implementation of the technical solution of this utility model, but are merely possible implementations of the technical solution of this utility model. It should be noted that the descriptions of the positional relationships of the components herein, such as component A being located above component B, are based on the relative positions of the components in the illustrations and are not intended to limit the actual positional relationships of the components. Example 1

[0033] See Figures 2-5 , Figure 2 A schematic diagram of a ship log structure according to Embodiment 1 is shown. As shown in the figure, the ship log structure involved in Embodiment 1, combined with the original outer plate 1 of the ship, includes an outer frame 2. The outer frame 2 includes a first skeleton 2.1 and a second skeleton 2.2. Both the first skeleton 2.1 and the second skeleton 2.2 are strip-shaped. One end of the first skeleton 2.1 is bent and set on the outer plate 1 of the ship. The other end of the first skeleton 2.1 is smoothly connected to one end of the second skeleton 2.2. The other end of the second skeleton 2.2 is bent and set on the outer plate 1 of the ship. The first skeleton 2.1, the second skeleton 2.2 and the outer plate 1 form a triangular stable structure.

[0034] The first skeleton 2.1 and the second skeleton 2.2 are connected at an obtuse angle, and in the embodiment, the angle between the first skeleton 2.1 and the second skeleton 2.2 is 118°.

[0035] The upper and lower sides of the outer frame 2 are provided with a sealing plate 4, one side of the sealing plate 4 is connected with the outer frame 2, and the other side is connected with the outer plate 1, so that the outer plate 1 and the outer frame 2 are surrounded to form a buoyancy cavity 5, thereby providing buoyancy for the stern.

[0036] The sealing plate 4 is in an integral plate structure, and a plug welding hole 4.1 is formed in the surface of the sealing plate 4, so that the connection between the sealing plate and the ship outer plate 1 is completed through a plug welding process, the length of the welding seam is reduced by more than 50%, the welding workload is reduced, and the welding deformation risk is reduced.

[0037] The connection position of the first skeleton 2.1 on the outer plate 1 is arranged at the stern shaft of the ship, the stern shaft of the ship is a cast steel part 3, the connection position of the second skeleton 2.2 on the outer plate 1 is arranged at a transverse rib plate 6 welded with the cast steel part 3, a stern shaft hole 7 is arranged on the cast steel part 3 of the stern shaft, a triangular cavity 8 is arranged above the stern shaft hole 7, and the cavity 8 is arranged at the tail of the cast steel part 3.

[0038] Two left-right symmetrical weight reduction holes 9 are arranged on the transverse rib plate 6, and the weight reduction holes 9 can adopt a waist-shaped hole.

[0039] In the embodiment, the outer frame 2 adopts a lightweight truss type or rib plate type structure, and the material is high-strength steel.

[0040] In the embodiment, the outer frame 2 and the outer plate 1 are connected through intermittent welding, and the structure weight is significantly reduced.

[0041] In the embodiment, the buoyancy cavity 5 has a fluid mechanics optimized shape, the cavity shape is optimized through fluid mechanics analysis, additional buoyancy is generated during sailing, and the ship longitudinal inclination and maneuverability are improved.

[0042] Working principle:

[0043] The ship deadwood structure provided by the utility model has the advantages of light weight, high strength, low cost, simple structure, convenient installation, and the like.

[0044] (1) Frame prefabrication: design a lightweight frame according to the stern line type, select high-strength steel (such as AH36) as the material, and cut and form through numerical control;

[0045] (2) Outer plate assembly: fix the outer plate and the frame through intermittent welding, ensure that the welding seam spacing is ≤200 mm, and the welding seam length accounts for 30% of the total length of the outer plate;

[0046] (3) Sealing plate installation: install an integral sealing plate at the opening of the buoyancy cavity, and complete plug welding according to the plug welding hole arrangement diagram (hole diameter Φ12 mm, spacing 150 mm).

[0047] (4) Buoyancy verification: optimize the cavity shape by CFD simulation to ensure that the additional buoyancy accounts for 5-8% of the total buoyancy of the stern.

[0048] The above is only a specific application example of the present application, and does not constitute any limitation on the protection scope of the present application. Any technical solution formed by equivalent transformation or equivalent replacement falls within the protection scope of the present application.

Claims

1. A deadwood structure for a ship, in combination with the original plating (1) of the ship, characterized in that: The outer frame (2) comprises a first skeleton (2.1) and a second skeleton (2.2), both of which are in the shape of a strip, one end of the first skeleton (2.1) is bent and arranged on the outer plate (1) of the ship, the other end of the first skeleton (2.1) is connected to one end of the second skeleton (2.2) in a smooth transition, and the other end of the second skeleton (2.2) is bent and arranged on the outer plate (1) of the ship; An upper and a lower sealing plate (4) are arranged above and below the outer frame (2), respectively, one side of the sealing plate (4) is connected to the outer frame (2), and the other side is connected to the outer plate (1), thereby forming a buoyancy cavity (5) between the outer plate (1) and the outer frame (2); the sealing plate (4) is in the form of an integral plate, and a plug welding hole (4.1) is formed on the surface of the sealing plate (4) and connected to the ship outer plate (1) through a plug welding process; The connection of the first skeleton (2.1) on the outer plate (1) is arranged at the stern shaft of the ship, and the stern shaft of the ship is a cast steel part (3), the connection of the second skeleton (2.2) on the outer plate (1) is arranged at the transverse rib plate (6) welded with the cast steel part (3), the cast steel part (3) of the stern shaft is provided with a propeller shaft hole (7), an upper cavity (8) is arranged above the propeller shaft hole (7), and the transverse rib plate (6) is provided with two left and right symmetrical weight reduction holes (9).

2. A deadwood structure for a marine vessel according to claim 1, wherein: The first skeleton (2.1), the second skeleton (2.2) and the outer plate (1) form a triangular stable structure.

3. A deadwood structure for a marine vessel according to claim 2, wherein: The first skeleton (2.1) and the second skeleton (2.2) form an obtuse angle.

4. A deadwood structure for a marine vessel according to claim 1, wherein: The cavity (8) is triangular, and the cavity (8) is arranged at the tail of the cast steel part (3).

5. A deadwood structure for a marine vessel as claimed in claim 1, wherein: The outer frame (2) adopts a lightweight truss or ribbed structure.

6. A deadwood structure for a marine vessel as claimed in claim 1, wherein: The outer frame (2) adopts a high-strength steel skeleton.

7. A deadwood structure for a marine vessel as claimed in claim 1, wherein: The outer frame (2) and the outer plate (1) are connected by intermittent welding.

8. A deadwood structure for a marine vessel as claimed in claim 1, wherein: The buoyancy cavity (5) has a fluid mechanics optimized shape, and the cavity shape is optimized through fluid mechanics analysis.

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