Fireproof and corrosion-resistant ship wall reinforcing structure

Abstract

The utility model discloses a fireproof and corrosion-resistant ship wall reinforcing structure which comprises a framework structure, an inner-layer covering plate and an outer-layer covering plate, wherein the inner-layer covering plate and the outer-layer covering plate cover the inner side and the outer side of the framework structure. The framework structure is composed of main keels, ribs, auxiliary keels, side keels and gunwale beams, the main keels and the auxiliary keels are arranged along the ship bottom, the side keels are arranged along the side walls, and the gunwale beams are arranged at the ends of the ribs. The main keels, the auxiliary keels and the ribs define a bottom pressurized water cabin, and part of the ribs are provided with longitudinal through holes to communicate adjacent cabins; the auxiliary keels, the side keels and the ribs define a side pressurized water tank, and the side keels are provided with transverse through holes. And the inner and outer cladding plates are riveted in sections, and fireproof and corrosion-resistant cushion layers are arranged on the surfaces of the cladding plates. The structure enhances the strength of the ship body, optimizes the flowing buffer impact of ballast water, improves the fireproof and corrosion-resistant performance, is suitable for various ships, and has high practical value.

Description

Technical Field

[0001] This utility model relates to the field of structural technology, specifically a fireproof and corrosion-resistant ship hull reinforcement structure. Background Technology

[0002] Ships operate in complex aquatic environments for extended periods, needing to withstand dynamic stresses such as wind, waves, and loads, as well as potential risks like seawater and river corrosion and fire. Traditional ship hull structures typically employ a combination of a steel frame and metal cladding, but these methods still suffer from the following technical drawbacks during long-term use:

[0003] 1. Insufficient structural strength: Traditional ship hull frames rely heavily on a single main keel and ribs for support. When the hull width or height is large, their bending and torsional resistance is insufficient, making them prone to structural deformation or weld cracking due to localized stress concentration. In addition, the connection nodes between the transverse and longitudinal frames are susceptible to shear forces, requiring additional ribs for reinforcement, which increases manufacturing complexity.

[0004] 2. Design flaws in ballast water tanks: Most existing ballast water tanks are independent, enclosed units with a lack of connectivity between them. When a ship stops suddenly or turns, the inertial impact of ballast water on the tank walls can cause structural damage. At the same time, uneven distribution of ballast water can cause the ship's center of gravity to shift, affecting stability.

[0005] 3. Weak fire resistance and corrosion resistance: Traditional ship hull cladding is mostly a single metal layer or simple coating, which has insufficient fire resistance time and is prone to deformation and failure at high temperatures; while seawater corrosion will accelerate the corrosion of the cladding and frame, especially exposed parts such as side beams are more easily damaged and require frequent maintenance.

[0006] 4. Cover plate installation and sealing issues: When large-sized cover plates are directly welded to the frame, gaps are easily generated due to thermal deformation, which leads to a decrease in the sealing performance of the ballast water tank; and if the joints of segmented cover plates are not effectively aligned with the frame, it will reduce the overall structural strength and impact resistance.

[0007] To address the aforementioned issues, while existing technologies include improved solutions such as using I-beam frames or adding fire-retardant coatings, these solutions still suffer from drawbacks such as structural redundancy, limited functionality, or cumbersome processes. Utility Model Content

[0008] In view of the above-mentioned shortcomings in the existing technology, the purpose of this utility model is to provide a fireproof and corrosion-resistant ship hull reinforcement structure that significantly improves the ship's impact resistance, fire safety and corrosion resistance while ensuring the strength of the ship's structure, and has broad market application prospects.

[0009] The technical solution adopted by this utility model to achieve the above objectives is: a fireproof and corrosion-resistant ship hull reinforcement structure, including a frame structure and inner and outer covering plates covering the inner and outer sides of the inner frame structure.

[0010] The skeletal structure includes a main keel, ribs, and secondary keels, side keels, and side beams arranged sequentially from the inside to the outside on both sides of the main keel. The main keel, secondary keels, side keels, and side beams are all arranged along the length of the hull. The main keel and secondary keels are arranged along the bottom wall of the hull, and the side keels are arranged along the side walls of the hull. The ribs are fixedly connected to the main keel, secondary keels, side keels, and side beams and match the radial section of the hull. The side beams are arranged at the ends of the ribs.

[0011] The main keel, secondary keel, and ribs form a bottom ballast tank. Some of the ribs have longitudinal through holes for connecting adjacent ballast tanks. The secondary keel, side keel, side beam, and ribs form a side ballast tank. The side keel has transverse through holes.

[0012] Based on the above technical solutions, in order to ensure the performance of the frame structure in resisting lateral loads and shear forces, and at the same time facilitate the stable installation of the inner and outer cladding panels on the inner and outer sides of the frame structure, the following technical solutions are provided.

[0013] The main keel, ribs, secondary keel, and side keel are all made of I-beams, the side beams are made of channel steel, the inner and outer cladding plates are riveted to the flanges of the I-beams and channel steel, and the transverse and longitudinal through holes are opened to the web of the I-beams.

[0014] Based on the above technical solutions, the following technical solutions are provided to facilitate the stable installation of the inner and outer cladding panels on the frame structure.

[0015] Both the inner and outer cladding plates consist of several pieces that are matched and spliced ​​together. The joints of the inner and outer cladding plates are set along the web of the I-beam. The inner and outer cladding plates are fixedly connected to the flanges of the I-beam and channel steel by rivets.

[0016] Based on the above technical solutions, in order to improve the protective effect on the side beams and enhance their fire resistance and corrosion resistance, the following technical solutions are provided.

[0017] It also includes side panels that fit snugly against the outer wall of the side beam. The side panels consist of several pieces that are joined together, and each piece of the side panel is riveted and fixed to the web of the channel steel.

[0018] Based on the above technical solutions, the following technical solutions are provided to ensure the fire resistance and corrosion resistance of the inner cladding, outer cladding, and side cladding, as well as their structural strength and stability.

[0019] The inner and outer surfaces of the inner cladding, outer cladding, and side cladding are all provided with attachment grooves to maintain a uniform arrangement. The outer surfaces of the inner and side claddings are covered with fireproof pads, and the inner surfaces of the inner and side claddings, as well as the inner and outer surfaces of the outer cladding, are covered with corrosion-resistant pads.

[0020] The beneficial effects of this utility model are:

[0021] 1. To enhance the structural strength of the hull and optimize stress distribution, a combination of longitudinal frames (main keel, secondary keel, side keel, and side beams) and transverse frames (ribs) is employed to form a crisscrossing reinforced structure, effectively resisting bending, torsional, and shear stresses during navigation. Welding and splicing the flanges of I-beams and channel steel enhances the lateral load resistance of joints, reduces the need for additional reinforcing ribs, simplifies manufacturing processes, and lowers costs.

[0022] 2. Optimized ballast tank design enhances ship stability. The rational layout of the bottom and side ballast tanks allows for adjustment of the ship's center of gravity through the addition of ballast water, improving navigational stability. Longitudinal through-holes connect adjacent bottom ballast tanks, allowing ballast water to flow and buffer inertial impacts during sudden stops or accelerations, reducing concentrated stress on the bulkheads and extending structural lifespan. Transverse through-holes ensure natural flow of liquid within the side ballast tanks, keeping the ship's center of gravity low and improving capsizing resistance.

[0023] 3. Enhanced fire resistance and corrosion resistance, improving ship safety: A fireproof pad is installed on the outer surface of the inner cladding, effectively blocking the spread of fire, increasing the fire resistance limit, and preventing the cladding from melting through or failing due to high temperatures. The corrosion-resistant pad effectively resists seawater erosion, reducing the risk of rust. The design of the attachment grooves allows for mechanical interlocking with the fireproof and corrosion-resistant pads, preventing them from detaching due to ship vibration or impact.

[0024] 4. Modular cladding design facilitates manufacturing and maintenance. The inner cladding, outer cladding, and side cladding are segmented and spliced, with the joints arranged along the web of the I-beam. This facilitates precise installation, improves sealing and structural stability, and eliminates the need for complete disassembly in case of localized damage, reducing maintenance difficulty and cost. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of this utility model;

[0026] Figure 2 A detailed schematic diagram of the skeletal structure;

[0027] Figure 3 A structural diagram showing the combination of inner cladding, outer cladding, and side cladding;

[0028] Figure 4 This is a schematic diagram of the inner cladding panel.

[0029] Figure 5 for Figure 4 A schematic diagram of the structure in its disassembled state.

[0030] In the diagram: 1. Skeleton structure, 11. Main keel, 12. Ribs, 121. Longitudinal through hole, 13. Secondary keel, 14. Side keel, 141. Transverse through hole, 15. Side beam, 16. Bottom ballast tank, 17. Side ballast tank, 21. Inner cladding plate, 22. Outer cladding plate, 23. Side cladding plate, 24. Groove, 25. Fireproof pad, 26. Corrosion resistant pad. Detailed Implementation

[0031] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0032] Please see Figure 1-5 A fireproof and corrosion-resistant ship hull reinforcement structure, comprising a frame structure 1 and inner cladding plates 21 and outer cladding plates 22 covering the inner and outer sides of the inner frame structure.

[0033] The frame structure 1 includes a main keel 11, ribs 12, and secondary keels 13, side keels 14, and side beams 15 arranged sequentially from the inside to the outside on both sides of the main keel 11. The main keel 11, secondary keels 13, side keels 14, and side beams 15 are all arranged along the length of the hull. The main keel 11 and secondary keels 13 are arranged along the bottom wall of the hull, and the side keels 14 are arranged along the side wall of the hull. The ribs 12 are fixedly connected to the main keel 11, secondary keels 13, side keels 14, and side beams 15 and match the radial section of the hull. The side beams 15 are arranged at the ends of the ribs 12.

[0034] The main keel 11, secondary keel 13 and ribs 12 form a bottom ballast tank 16. Some ribs 12 have longitudinal through holes 121 for connecting adjacent ballast tanks. The secondary keel 13, side keel 14, side beam 15 and ribs 12 form a side ballast tank 17. The side keel 14 has transverse through holes 141.

[0035] The number of secondary keels 13 can be increased or decreased according to the different widths of the hull bottom to meet the design strength requirements of hulls of different widths. Similarly, the number of side keels 14 can be increased or decreased according to the different heights of the hull to meet the gun bolt strength requirements of hulls of different heights.

[0036] The combination of the main keel 11 with the secondary keel 13, side keel 14 and side beam 15 can improve the structural strength of the hull in the length direction. The ribs 12 are arranged along the length of the main keel 11 and match the cross section of the hull at the corresponding part, which can improve the structural strength of the hull in the width direction. The combined skeleton structure 1 can effectively prevent the hull from being deformed or damaged by loads and stresses.

[0037] The inner cladding plate 21 and the outer cladding plate 22 are respectively fixed to the inner and outer sides of the frame structure 1 to form a sealed bottom ballast tank 16 and a side ballast tank 17. The ship's center of gravity can be adjusted by adding ballast water to each ballast tank. At the same time, the added ballast water can provide cooling and heat insulation to the inner cladding plate 21 to prevent the inner cladding plate from melting and leaking water in the event of a fire.

[0038] The longitudinal through-hole 121 can connect multiple continuously arranged bottom ballast tanks 16. When the ballast water in the bottom ballast tank 16 is not completely full, the ballast water can flow into the adjacent bottom ballast tank 16 through the longitudinal through-hole 121 due to inertia when the hull stops suddenly. This reduces the impact of inertia on the hull and avoids excessive impact of ballast water on the unopened ribs 12 due to inertia, so as to ensure the structural strength of the frame structure 1.

[0039] The transverse through-hole 141 ensures that the ballast water added to the side ballast tank 17 can flow to the lowest point, so as to ensure that the ship's center of gravity is always at a low position during the ballast water loading process.

[0040] To ensure the performance of the frame structure 1 in resisting lateral loads and shear forces, and to facilitate the stable installation of the inner cladding 21 and the outer cladding 22 on the inner and outer sides of the frame structure 1, the following technical solutions are provided.

[0041] The main keel 11, ribs 12, secondary keel 13, and side keel 14 are all made of I-beams, the side beams 15 are made of channel steel, the inner cladding 21 and outer cladding 22 are riveted to the flanges of the I-beams and channel steel, and the transverse through holes 141 and longitudinal through holes 121 are opened to the web of the I-beams.

[0042] Both I-beams and channel steels have flange structures, forming an integrated frame structure 1 through assembly and welding. The flanges at the splicing points are arranged vertically, capable of bearing and resisting the lateral loads and shear forces exerted on the hull. No additional rib structures are needed for reinforcement, simplifying the manufacturing process and reducing costs while ensuring the structural strength of the hull. The side beams 15 are made of channel steel, ensuring the flatness of the outer edges.

[0043] To facilitate the stable installation of the inner cladding 21 and the outer cladding 22 on the frame structure 1, the following technical solution is provided.

[0044] Both the inner cladding plate 21 and the outer cladding plate 22 include several pieces that are matched and spliced ​​together. The joints of the inner cladding plate 21 and the outer cladding plate 22 are set along the web of the I-beam. The inner cladding plate 21 and the outer cladding plate 22 are fixedly connected to the flanges of the I-beam and the channel steel by rivets.

[0045] The inner cladding plate 21 and the outer cladding plate 22 are divided into multiple structural pieces that fit together with the frame structure 1. They can be independently assembled on the frame structure 1 and fixed to the flanges of the I-beams or channel steel by riveting. This not only has the advantage of convenient assembly, but also ensures the stability of the connection between the frame structure 1 and the inner cladding plate 21 and the outer cladding plate 22.

[0046] To improve the protection of the side beam 15 and enhance its fire resistance and corrosion resistance, the following technical solution is provided.

[0047] It also includes side panels 23 that fit snugly against the outer wall of the side beam 15. The side panels 23 consist of several pieces that are fitted together, and each piece of side panel 23 is riveted and fixed to the web of the channel steel.

[0048] The side panel 23 is also fixed to the outside of the side beam 15 by rivets, which can effectively protect the side beam 15 and improve its fire resistance and corrosion resistance.

[0049] To ensure the fire resistance and corrosion resistance of the inner cladding 21, the outer cladding 22, and the side cladding 23, as well as their structural strength and stability, the following technical solutions are provided.

[0050] The inner and outer surfaces of the inner cladding 21, outer cladding 22, and side cladding 23 are all provided with attachment grooves 24 to maintain uniform arrangement. The outer surfaces of the inner cladding 21 and side cladding 23 are covered with fireproof pads 25, and the inner surfaces of the inner cladding 21 and side cladding 23, as well as the inner and outer surfaces of the outer cladding 22, are covered with corrosion-resistant pads 26.

[0051] The fireproof pad 25 can be made of calcium silicate board, which has both fireproof and impact-resistant properties, achieving the requirements of preventing the spread of fire and meeting the fire resistance time limit. Rubber lining (chloroprene rubber) is used as a corrosion-resistant pad 26 on the inner surface of the inner cladding 21, outer cladding 22, and side cladding 23. This fills in minor unevenness on the metal surface and enhances sealing. Fiberglass is used as the corrosion-resistant pad 26 on the outer surface of the outer cladding 22, offering advantages such as seawater corrosion resistance and high strength.

[0052] The attachment groove 24 on the surface of the metal sheet can enhance the interfacial bonding force through mechanical interlocking, preventing the outer fireproof pad 25 or corrosion resistant pad 26 from falling off under ship vibration or impact. Adhesive can be filled into the attachment groove 24 to further enhance the bonding strength.

[0053] By adding corrosion-resistant padding 26 or fireproof padding 25 to both sides of the inner cladding 21, outer cladding 22 and side cladding 23, different environmental requirements can be met and compromises in the performance of a single material can be avoided.

[0054] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0055] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A fire resistant and corrosion resistant ship wall reinforcement structure, characterized by: The skeleton structure (1) comprises a main keel (11), a rib (12), and a secondary keel (13), a side keel (14), and a gunwale beam (15) arranged in sequence from inside to outside on both sides of the main keel (11), the main keel (11), the secondary keel (13), the side keel (14), and the gunwale beam (15) are arranged along the length direction of the hull, the main keel (11) and the secondary keel (13) are arranged along the bottom wall of the hull, the side keel (14) is arranged along the side wall of the hull, the rib (12) is fixedly connected with the main keel (11), the secondary keel (13), the side keel (14), and the gunwale beam (15) and is consistent with the radial section of the hull, and the gunwale beam (15) is arranged at the end of the rib (12). The main keel (11), the secondary keel (13), and the rib (12) form a bottom water tank (16), part of the rib (12) is provided with a longitudinal through hole (121) for communicating adjacent water tanks, the secondary keel (13), the side keel (14), and the gunwale beam (15) and the rib (12) form a side water tank (17), and the side keel (14) is provided with a transverse through hole (141). The main keel (11), the rib (12), the secondary keel (13), and the side keel (14) are all I-shaped steel, the gunwale beam (15) is channel steel, the inner layer cover plate (21) and the outer layer cover plate (22) are riveted and fixed with the flanges of the I-shaped steel and the channel steel, and the transverse through hole (141) and the longitudinal through hole (121) are both arranged at the web position of the I-shaped steel.

2. A fire resistant, corrosion resistant ship wall reinforcement structure according to claim 1, characterized in that: The inner layer cover plate (21) and the outer layer cover plate (22) each comprise a plurality of blocks that are kept in matching connection, the joints of the inner layer cover plate (21) and the outer layer cover plate (22) are arranged at the position of the web of the I-shaped steel, and the inner layer cover plate (21) and the outer layer cover plate (22) are fixedly connected to the flanges of the I-shaped steel and the channel steel by rivets.

3. A fire resistant, corrosion resistant ship wall reinforcement structure according to claim 2, characterized in that: The side cover plate (23) is arranged on the outer wall of the gunwale beam (15), the side cover plate (23) comprises a plurality of blocks that are kept in matching connection, and each block of the side cover plate (23) is riveted and fixed with the web of the channel steel.

4. A fire resistant, corrosion resistant ship wall reinforcement structure according to claim 2, characterized in that: The inner layer cover plate (21), the outer layer cover plate (22), and the side cover plate (23) are all provided with uniformly arranged attachment grooves (24) on the inner and outer surfaces, the outer surface of the inner layer cover plate (21) and the side cover plate (23) is attached with a fireproof cushion layer (25), and the inner surface of the inner layer cover plate (21) and the side cover plate (23) and the inner and outer surfaces of the outer layer cover plate (22) are all attached with a corrosion-resistant cushion layer (26).

5. A fire resistant, corrosion resistant ship wall reinforcement structure according to claim 4, characterized in that: ​

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