Ship double bottom tank communication structure

Abstract

The utility model discloses a ship double bottom hold communication structure, which is arranged in the double bottom hold of a passenger ship or a roll-on / roll-off passenger ship. The double bottom hold comprises a ballast hold, a left empty hold and a right empty hold. The left empty hold and the right empty hold are respectively located at the left side and the right side of the ballast hold. The ballast hold is provided with a communication component. The communication component comprises a top plate and two side plates. The side plates are fixed between the top plate and the outer plate of the ship body. The top plate, the side plates and the outer plate of the ship body form a transverse cavity. The two ends of the communication component are respectively connected to the left bulkhead of the ballast hold and the right bulkhead of the ballast hold. The left bulkhead and the right bulkhead of the ballast hold are both provided with through holes. The transverse cavity communicates the left empty hold and the right empty hold. The utility model realizes the improvement of the damage stability of the passenger ship, avoids the increase of the piping system caused by the additional cabin, and reduces the construction and maintenance operation cost of the ship.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding technology, and in particular to a connecting structure for a ship's double bottom compartment. Background Technology

[0002] For ships, due to requirements such as buoyancy, draft, and functional needs, the double bottom is often divided into many different types and functions of compartments, such as empty compartments, ballast tanks, various oil tanks in the bilge, and watertight compartments. These compartments are watertightly separated by transverse and longitudinal structural bulkheads. Especially for passenger (Ro-Ro) ships, because they carry passengers, the safety requirements are even higher. Ship design codes need to use probabilistic methods to consider whether the ship can still float safely on the water under the condition of damage and flooding. For passenger (Ro-Ro) ships, in order to ensure that the passenger ship can remain buoyant when damaged and flooded, while meeting the classification society's damage stability requirements, ensuring that the ship does not sink, and ensuring passenger safety, the calculation of damage stability must consider the condition of the ship's bottom when calculating damage stability, according to the classification society's requirements.

[0003] In existing technology, passenger (roll-on / roll-off) ships are arranged with double-deck bottoms, such as... Figure 1 As shown, the empty compartment 50 within the double bottom spans the entire beam, extending from the port side to the starboard side, and longitudinally from frame Fr81 to frame Fr113, exhibiting a large transverse and longitudinal span. Several ballast tanks 51 and other functional compartments are also symmetrically arranged transversely within the empty compartment 50. For the empty compartment 50, the transverse connectivity between the port and starboard sides is limited to four frame spacings: Fr81–Fr83 and Fr93–Fr95. When calculating the damage stability, considering the case of unilateral damage and flooding of the empty compartment 50, seawater flows from one side to the other through these four frame spacings. To effectively improve damage stability, according to classification society regulations, it is necessary to ensure that when the empty compartment 50 floods, seawater flows from one side to the other within 60 seconds and fills the entire empty compartment area (avoiding the consideration of intermediate states in damage stability calculations, which would reduce ship stability and be detrimental to ship stability). Because the longitudinal span of the empty compartment 50 is very large, and is also limited by the size of the openings in the double-layered under-floor longitudinal structural trusses (the size of the openings directly affects the bending and shear strength of the double-layered under-floor longitudinal structural trusses against the hull beams), the cross-sectional area of ​​the empty compartment 50 under unilateral damage conditions cannot be rapidly transferred from one side to the other side within 60 seconds and fill the entire empty compartment area.

[0004] To meet the requirement of cross-flooding lasting less than 60 seconds, when arranging double-bottom compartments, it is often necessary to minimize the longitudinal span of the compartments to reduce volume while ensuring sufficient lateral connectivity. This detailed subdivision of the bottom compartments leads to the following disadvantages and deficiencies:

[0005] 1. If the functional compartments below the double bottom, such as empty compartments, ballast tanks, and water tanks, are divided too finely, it will increase the need for piping and pumping unit layout, which will cause inconvenience for maintenance and repair, and will also be detrimental to the cost control of piping and pumping unit equipment.

[0006] 2. If the functional compartments below the double bottom are divided too finely, it will increase the perimeter structure and thus the structural weight, and the amount of coating and paint will be increased, resulting in an increase in the empty ship weight, which will increase the construction cost and construction difficulty.

[0007] 3. If the functional compartments below the double bottom are divided into too many parts, additional auxiliary equipment such as manhole covers, air pipes, and sounding pipes will be added, which will increase the difficulty of designing and arranging the ship's piping system and increase maintenance and operating costs. Utility Model Content

[0008] The technical problem to be solved by this utility model is to overcome the above-mentioned defects in the existing technology and provide a ship double bottom compartment connecting structure.

[0009] The present invention solves the above-mentioned technical problems through the following technical solution:

[0010] A double-bottom connecting structure is provided in the double bottom of a passenger ship or ro-ro passenger ship. The double bottom includes a ballast tank, a port side empty tank, and a starboard side empty tank, which are located on the port and starboard sides of the ballast tank, respectively. A connecting member is provided inside the ballast tank. The connecting member includes a top plate and two side plates, which are fixed between the top plate and the outer hull plate. The top plate, side plates, and outer hull plate form a transverse cavity. The two ends of the connecting member are connected to the port side bulkhead and the port side bulkhead of the ballast tank, respectively. Both the port side bulkhead and the port side bulkhead of the ballast tank have through holes for communicating with the outside of the transverse cavity. The transverse cavity connects the port side empty tank and the port side empty tank.

[0011] Furthermore, the ballast tanks span both sides of the ship's centerline.

[0012] Furthermore, the height of the transverse cavity is not less than 600mm.

[0013] Furthermore, the width of the transverse cavity is not less than 600mm.

[0014] Furthermore, the two side plates are fixed to the front and rear ends of the top plate, respectively.

[0015] Furthermore, the top plate, side plates, and outer hull plates form a rectangle.

[0016] Furthermore, the left bulkhead of the ballast tank is a longitudinal girder located to the left of the ship's centerline.

[0017] Furthermore, the right-side bulkhead of the ballast tank is a longitudinal girder located on the right side of the ship's centerline.

[0018] Furthermore, the connecting components within the ballast tank are one or more.

[0019] Furthermore, the top plate and side plates, as well as the side plates and the outer hull plates, are all welded connections.

[0020] The beneficial effects of this utility model are as follows: This utility model solves the problem of insufficient transverse connectivity area of ​​the cabin due to layout limitations by increasing the connecting components with transverse connectivity area, thereby improving the stability of passenger ships in case of damage, while avoiding the increase in piping system due to additional cabins, and reducing the cost of ship construction, maintenance and operation. Attached Figure Description

[0021] Figure 1 This is a structural diagram of the existing double-bottom compartment layout.

[0022] Figure 2 This is a schematic diagram of a preferred embodiment of the present invention.

[0023] Figure 3 for Figure 2 Schematic diagram of sectional view AA.

[0024] Figure 4 for Figure 2 View from direction B in the middle.

[0025] Figure 5 This is a schematic diagram of the connecting component in a preferred embodiment of the present invention. Detailed Implementation

[0026] The present invention will be described more clearly and completely below with reference to the accompanying drawings, using a preferred embodiment.

[0027] like Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, a double-bottom connected structure is provided in the double bottom 10 of a passenger ship or ro-ro passenger ship; the double bottom 10 includes a ballast tank 13, a port side empty tank 11, and a starboard side empty tank 12. The ballast tank 13 spans the port and starboard sides of the ship's centerline. The port side empty tank 11 and the starboard side empty tank 12 are located on the port and starboard sides of the ballast tank 13, respectively.

[0028] The ballast tank 13 is equipped with a connecting component 20.

[0029] The connecting member 20 includes a top plate 21 and two side plates 22, with the side plates 22 fixed between the top plate 21 and the outer hull plate 23; the top plate 21, the side plates 22 and the outer hull plate 23 form a transverse cavity 24.

[0030] The two side plates 22 are fixed to the front and rear ends of the top plate 21, respectively. In the shipbuilding industry, the bow is usually the foremost point and the stern the aftmost point. The connections between the top plate 21 and the side plates 22, and between the side plates 22 and the hull plating 23, are all welded.

[0031] The top plate 21, side plates 22, and hull plates 23 form a rectangle. The height of the transverse cavity 24 is not less than 600 mm. The width of the transverse cavity 24 is not less than 600 mm.

[0032] The two ends of the connecting member 20 are respectively connected to the left bulkhead 14 and the right bulkhead 15 of the ballast tank.

[0033] Both the left bulkhead 14 and the right bulkhead 15 of the ballast tank have through holes 16 for communicating the transverse cavity with the outside of the ballast tank; the transverse cavity 24 connects the left empty compartment 11 and the right empty compartment 12.

[0034] The port bulkhead 14 of the ballast tank is a longitudinal girder located to the port of the ship's centerline. The starboard bulkhead 15 of the ballast tank is a longitudinal girder located to the starboard of the ship's centerline.

[0035] There is one or more connecting components inside the ballast tank.

[0036] The ballast tank consists of multiple independent ballast compartments; these multiple ballast compartments are connected in sequence; adjacent ballast compartments share a common bulkhead; and connecting members run through all the common bulkheads.

[0037] exist Figure 2 In accordance with the transverse connectivity required for breach stability and flooding, two additional connecting components were installed to ensure that water could flow rapidly from one side to the other within 60 seconds after the bulkhead of the double bottom tank was breached and flooded. That is, water could flow from the empty port side to the empty starboard side within 60 seconds, or water could flow from the empty starboard side to the empty port side within 60 seconds.

[0038] like Figure 4 As shown, the connecting component consists of three plates of a certain thickness, including two side plates and one top plate. The two side plates are welded to the top plate and the hull hull plating, respectively, forming a box structure. The dimensions of the connecting component can be determined according to actual conditions, with a width and height greater than or equal to 600mm to ensure that personnel can enter the connecting component for welding operations.

[0039] like Figure 3 As shown, the connecting member is located inside the ballast tank. The side plates and top plate of the connecting member are welded to the double bottom longitudinal girder (the left and right side bulkheads of the ballast tank), and openings of a certain size and shape are made at corresponding positions on the double bottom longitudinal girder to ensure that seawater entering the double bottom tank can flow quickly from one side to the other side through the connecting member, thus meeting the overall ship's cross-flooding requirements for breached stability.

[0040] This invention addresses the problem of insufficient transverse connectivity in cabins due to layout limitations by increasing the connectivity of connecting components, thereby improving the stability of passenger ships in case of damage and avoiding the need for additional cabins leading to increased piping systems, thus reducing ship construction, maintenance, and operation costs.

[0041] While specific embodiments of this utility model have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of this utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A double-bottom connecting structure for a ship, located in the double bottom of a passenger ship or ro-ro passenger ship; the double bottom includes a ballast tank, a port side empty tank, and a starboard side empty tank, the port side empty tank and the starboard side empty tank being located on the port and starboard sides of the ballast tank, respectively; characterized in that, The ballast tank is equipped with a connecting component; the connecting component includes a top plate and two side plates, the side plates being fixed between the top plate and the outer hull plate; the top plate, side plates, and outer hull plate form a transverse cavity; the two ends of the connecting component are respectively connected to the left bulkhead and the right bulkhead of the ballast tank; both the left and right bulkheads of the ballast tank have through holes for communicating the transverse cavity with the outside of the ballast tank; the transverse cavity connects the left empty compartment and the right empty compartment.

2. The ship's double-bottom connected structure as described in claim 1, characterized in that, Ballast tanks span the left and right sides of the ship's centerline.

3. The ship's double-bottom connected structure as described in claim 1, characterized in that, The height of the transverse cavity shall not be less than 600mm.

4. The ship's double-bottom connected structure as described in claim 1, characterized in that, The width of the transverse cavity shall not be less than 600mm.

5. The ship's double-bottom connected structure as described in claim 1, characterized in that, The two side panels are fixed to the front and rear ends of the top panel, respectively.

6. The ship's double-bottom connected structure as described in claim 5, characterized in that, The top plate, side plates, and outer hull plates form a rectangle.

7. The ship's double-bottom connected structure as described in claim 1, characterized in that, The port bulkhead of the ballast tank is a longitudinal girder located to the left of the ship's centerline.

8. The ship's double-bottom connected structure as described in claim 1, characterized in that, The starboard bulkhead of the ballast tank is a longitudinal girder located on the starboard side of the ship's centerline.

9. The ship's double-bottom connected structure as described in claim 1, characterized in that, There is one or more connecting components inside the ballast tank.

10. The ship's double-bottom connected structure as described in claim 1, characterized in that, The ballast tank consists of multiple independent ballast compartments; these multiple ballast compartments are connected in sequence; adjacent ballast compartments share a common bulkhead; and connecting members run through all the common bulkheads.

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