A high-strength longitudinal frame double-bottom structure for ship cabins

Abstract

This utility model discloses a high-strength longitudinal frame double-bottom structure for ship cabins, relating to the field of shipbuilding. The reinforcing structure of this utility model includes: multiple first elbow plates, spaced apart along the length of the hull and fixed between the inner bottom plate and the outer bottom plate, with each first elbow plate having one end connected to the first plate surface of the middle girder; horizontal reinforcing ribs, arranged perpendicular to the middle girder and fixed to the middle of the second plate surface of the middle girder opposite to the first plate surface; and multiple second elbow plates, spaced apart along the length of the hull and fixed between the horizontal reinforcing ribs and the outer bottom plate, with one end fixedly connected to the second plate surface of the middle girder, and the lower part of the other end fixed to the outer bottom longitudinal rib near the second plate surface of the middle girder. By setting the horizontal reinforcing ribs, the overall longitudinal strength of the middle girder is improved, the second elbow plates are fixed to the horizontal reinforcing ribs and the outer bottom plate, reducing the amount of steel and welding materials used, thus reducing costs and hull weight.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding technology, and more specifically to a high-strength longitudinal frame double-bottom structure for ship cabins. Background Technology

[0002] Because cargo ships are generally large and need to navigate in rough seas, they require extremely high longitudinal and transverse strength. The strength of the hull bottom has a significant impact on both longitudinal and transverse strength, especially for ships with large hatches. The strength of the bottom structure in the cargo hold area plays a decisive role, and the most crucial part of the bottom structure strength in the cargo hold area is the central girder. Whether this structure can be effectively and reasonably connected to the outer and inner plates of the hull will greatly affect the overall longitudinal and transverse strength of the hull.

[0003] See Figure 1 A longitudinally framed double bottom includes an inner bottom plate 1, an outer bottom plate 2, a central girder 3 arranged longitudinally between the inner bottom plate 1 and the outer bottom plate 2, an inner bottom longitudinal rib 4, an outer bottom longitudinal rib 5, side girder members, and transversely arranged ribs 6. According to section 2.6.10.1 of Part II, "Hydraulics," of the 2024 edition of the "Rules for Classification of Steel Seagoing Ships," when a longitudinally framed double bottom is used in the cargo hold area of ​​a ship, elbow plates extending to the adjacent longitudinal ribs should be provided on both sides of the central girder between the solid ribs, with a spacing generally not exceeding 1.20m, and the elbow plate thickness being the same as that of rib 6. Existing container ships with double bottoms in their cargo hold areas, such as... Figure 1 As shown, elbow plates 13 are arranged on both sides of the central girder 3. The elbow plates 13 on both sides have the same structure, and both are connected to the inner bottom longitudinal rib at the top and to the outer plate longitudinal rib at the bottom. However, this design uses a lot of steel and requires welding in many areas, which increases the cost of steel and welding, and also increases the weight of the hull. At the same time, this structural form only increases the transverse strength of the hull through the elbow plates on both sides, but cannot provide overall longitudinal strength support for cargo ships with large hatches.

[0004] Therefore, how to provide a double bottom for ship cabins that uses less material, has a simple structure, and high overall longitudinal strength is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the present invention aims to provide a high-strength longitudinal frame double-bottom structure for ship cabins to at least partially solve the problems of the prior art, which uses a lot of steel and requires welding in many areas, increasing the cost of steel and welding, and increasing the weight of the hull; at the same time, this structural form only increases the transverse strength of the hull through the elbow plates on both sides, but cannot provide support for the overall longitudinal strength for cargo ships with large hatches.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A high-strength longitudinal frame double-bottom structure for a ship's hold includes parallel inner and outer bottom plates, and longitudinal and transverse reinforcing components disposed between the inner and outer bottom plates. The longitudinal reinforcing components include a central girder arranged along the length of the hull, multiple inner bottom longitudinals, and multiple outer bottom longitudinals. The central girder is positioned corresponding to the centerline of the hull's width. The multiple inner bottom longitudinals are symmetrically arranged and fixed to the lower end faces of the inner bottom plates on both sides of the central girder. The multiple outer bottom longitudinals are arranged corresponding to the multiple inner bottom longitudinals and fixed to the upper end faces of the outer bottom plates. The transverse reinforcing components include multiple ribs spaced apart along the length of the hull. The top end of each rib is fixedly connected to a corresponding inner bottom longitudinal, and the bottom end is fixedly connected to a corresponding outer bottom longitudinal. A reinforcing structure is provided between each pair of adjacent ribs corresponding to the cargo hold area of ​​the hull. The reinforcing structure includes: Multiple first elbow plates are arranged at intervals along the length of the hull and fixed between the inner bottom plate and the outer bottom plate. Each first elbow plate has one end connected to the first plate surface of the middle girder, the upper part of the other end connected to the inner bottom longitudinal bone near the first plate surface of the middle girder, and the lower part connected to the outer bottom longitudinal bone near the first plate surface of the middle girder. A horizontal reinforcing rib is arranged perpendicularly to the middle truss and fixed in the middle of the second plate surface of the middle truss, which is arranged opposite to the first plate surface. Multiple second elbow plates are arranged at intervals along the length of the hull and fixed between the horizontal reinforcing rib and the outer bottom plate. One end of each elbow plate is fixedly connected to the surface of the second plate of the middle girder, and the lower part of the other end is fixed to the outer bottom longitudinal rib near the surface of the second plate of the middle girder.

[0007] The beneficial effects that this utility model can achieve are as follows: by setting horizontal stiffening plates, the overall longitudinal strength of the middle girder is improved, the second elbow plate is fixed to the horizontal stiffening plates and the outer bottom plate, the amount of steel and welding materials used is reduced, the cost and hull weight are reduced, and stress concentration caused by the direct connection of the second elbow plate to the middle girder is avoided. It is beneficial to disperse stress through the horizontal stiffening plates and improve the load-bearing capacity of the middle girder.

[0008] Preferably, each of the first elbow plates has a first reinforcing rib fixed on its surface, and the first reinforcing rib is arranged along the height direction of the hull.

[0009] Preferably, both ends of the first reinforcing rib are beveled to form a first bevel angle.

[0010] Preferably, a second reinforcing rib is fixed on the surface of each second elbow plate, and the second reinforcing rib is arranged along the line connecting the horizontal reinforcing rib plate and the outer bottom longitudinal rib near the second plate surface of the middle truss.

[0011] Preferably, both ends of the second reinforcing rib are beveled to form a second bevel angle.

[0012] Preferably, the number of the first elbow plate and the second elbow plate are the same, and the plurality of second elbow plates are arranged in a one-to-one correspondence with the plurality of first elbow plates.

[0013] Preferably, the distance between adjacent first elbow plates is 600mm.

[0014] Preferably, the width of the horizontal reinforcing rib is less than the distance between the second plate surface of the middle truss and the outer bottom longitudinal rib near it, the top width of the second elbow plate is the same as the width of the horizontal reinforcing rib, and the bottom width is the same as the distance between the middle truss and the outer bottom longitudinal rib near its second plate surface.

[0015] Preferably, both ends of the horizontal reinforcing ribs along the length of the hull are beveled to form a third bevel angle.

[0016] Preferably, both the first elbow plate and the second elbow plate have soft toe structures at their toe ends.

[0017] As can be seen from the above technical solution, compared with the prior art, this utility model discloses a high-strength longitudinal frame double-bottom structure for ship cabins, which has the following beneficial effects: 1. The overall longitudinal strength was improved by adding horizontal reinforcing ribs.

[0018] 2. By utilizing horizontal reinforcing ribs, the second elbow plate is connected between the horizontal reinforcing ribs and the outer bottom plate, which reduces the amount of steel and welding materials used, thereby reducing costs and hull weight.

[0019] 3. The toe end of the second elbow plate is connected to the middle truss through horizontal reinforcing ribs, which helps to alleviate the stress concentration problem at the toe end. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of a longitudinally framed double-bottom structure for ship cabins in the prior art.

[0022] Figure 2 A cross-sectional schematic diagram of the high-strength longitudinal frame double-bottom structure of the ship's cabin provided by this utility model.

[0023] Figure 3A three-dimensional schematic diagram of the high-strength longitudinal frame double-bottom structure of the ship cabin provided by this utility model.

[0024] Figure 4 A three-dimensional schematic diagram of the high-strength longitudinal frame double-bottom structure of the ship cabin provided by this utility model after removing the inner bottom plate.

[0025] In the diagram: 1. Inner bottom plate, 2. Outer bottom plate, 3. Middle girder, 4. Inner bottom longitudinal rib, 5. Outer bottom longitudinal rib, 6. Rib plate, 7. First elbow plate, 8. Horizontal reinforcing rib plate, 9. Second elbow plate, 10. First reinforcing rib, 11. Second reinforcing rib, 12. Third reinforcing rib, 13. Elbow plate. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0028] See Figure 1 The existing container ships use a longitudinal frame double bottom, which typically includes: an inner bottom plate 1 and an outer bottom plate 2 arranged in parallel, as well as longitudinal and transverse reinforcing components arranged between the inner bottom plate 1 and the outer bottom plate 2. The longitudinal reinforcement components include a central girder 3, multiple inner bottom longitudinal ribs 4, and multiple outer bottom longitudinal ribs 5 arranged along the length of the hull. The central girder 3 is set in line with the centerline in the width direction of the hull. The multiple inner bottom longitudinal ribs 4 are symmetrically arranged and fixed to the lower end face of the inner bottom plate 1 on both sides of the central girder 3. The multiple outer bottom longitudinal ribs 5 are arranged in line with the multiple inner bottom longitudinal ribs 4 and fixed to the upper end face of the outer bottom plate 2. The transverse reinforcement assembly includes multiple ribs 6, which are spaced apart along the length of the hull. The top of each rib 6 is fixedly connected to the corresponding inner bottom longitudinal rib 4, and the bottom is fixedly connected to the corresponding outer bottom longitudinal rib 5.

[0029] To ensure the hull remains firmly connected to the inner bottom plate 1 and the outer bottom plate under wave action and does not deform, elbow plates 13 with identical structures are typically installed on both sides of the middle girder 3, connecting the inner bottom plate 1 and the outer bottom plate 2. However, during actual ship navigation, the load and torque from the waves primarily act on the outer bottom plate 2. The load and torque transmitted from the outer bottom plate 2 to the middle girder 3 and then to the inner bottom plate 1 are relatively small. Therefore, this new design reduces weight and cost by changing the shape and size of the elbow plate on the right side.

[0030] See Figures 2-4 This utility model embodiment optimizes the existing longitudinal frame double bottom structure for ship holds, providing a high-strength longitudinal frame double bottom structure for ship holds. A reinforcing structure is provided between each pair of adjacent ribs 6 corresponding to the cargo hold area. The reinforcing structure includes: Multiple first elbow plates 7 are arranged at intervals along the length of the hull and fixed between the inner bottom plate 1 and the outer bottom plate 2. Each first elbow plate 7 is welded to the first plate surface of the middle girder 3 on one side, and the upper part of the other side is welded to the inner bottom longitudinal bone 4 near the first plate surface of the middle girder 3, and the lower part is welded to the outer bottom longitudinal bone 5 near the first plate surface of the middle girder 3. Horizontal reinforcing rib 8, which can be made of flat steel of appropriate specifications, is arranged perpendicular to the middle truss 3 and welded to the middle of the second plate surface of the middle truss 3 which is arranged opposite to the first plate surface. Multiple second elbow plates 9 are arranged at intervals along the length of the hull and fixed between the horizontal reinforcing rib plate 8 and the outer bottom plate 2. The top of the elbow plates 9 are welded and fixed to the horizontal reinforcing rib plate 8, and one end is welded to the second plate surface of the middle girder 3. The lower part of the other end is welded to the outer bottom longitudinal rib 5 near the second plate surface of the middle girder 3.

[0031] By adding a horizontal reinforcing rib 8 in the middle of the middle truss 3 through the above scheme, the overall longitudinal strength can be increased. The top of the second elbow plate 9 is fixed to the horizontal reinforcing rib 8, which can reduce the overall size of the second elbow plate 9, save materials, and reduce weight. In addition, the second elbow plate 9 is connected to the middle truss 3 through the horizontal reinforcing rib 8, which can disperse the force exerted on the middle truss 3 by the toe end of the elbow plate and prevent stress concentration problems.

[0032] Since the reinforcement structure in this embodiment is located in the middle of the ship, even if the weights of the elbow plates on the left and right sides are different, the actual impact on the center of gravity of the entire ship can be ignored because the center of gravity of the elbow plates is very close to the middle of the ship.

[0033] In one specific embodiment, a first reinforcing rib 10 is fixed on the surface of each first elbow plate 7. The first reinforcing rib 10 is arranged along the height direction of the hull to ensure the strength of the first elbow plate 7.

[0034] In one specific embodiment, both ends of each first reinforcing rib 10 are beveled to form a first bevel angle. The angle of the first bevel angle can be customized according to process requirements to prevent stress concentration between the first reinforcing rib 10 and the outer bottom plate 2 or the inner bottom plate 1. Using a beveling process to avoid stress concentration is existing technology and will not be elaborated further here.

[0035] In one specific embodiment, a second reinforcing rib 11 is fixed on the surface of each second elbow plate 9, and the second reinforcing rib 11 is arranged along the line connecting the horizontal reinforcing rib plate 8 and the outer bottom longitudinal rib 5 near the second plate surface of the middle truss 3, so as to ensure the strength of the second elbow plate 9.

[0036] In one specific embodiment, both ends of the second reinforcing rib 11 are beveled to form a second bevel angle. The angle of the second bevel angle can be customized according to process requirements to prevent stress concentration between the second reinforcing rib 11 and the outer bottom plate 2 or the horizontal reinforcing rib plate 8.

[0037] In one specific embodiment, the number of first elbow plates 7 and second elbow plates 9 are the same, and the multiple second elbow plates 9 are arranged in a one-to-one correspondence with the multiple first elbow plates 7. The elbow plates on both sides are arranged symmetrically to ensure the balance of the two sides of the hull and to strengthen the strength of the central girder 3.

[0038] In one specific embodiment, the distance between adjacent first elbow plates 7 is generally no greater than 1.2m, and can specifically be 0.6m.

[0039] In one specific embodiment, the width of the horizontal reinforcing rib 8 is less than the distance between the second plate surface of the middle truss 3 and the outer bottom longitudinal rib 5 adjacent to it. The second elbow plate 9 is approximately trapezoidal in shape, with its top side length being the same as the width of the horizontal reinforcing rib 8 and its bottom side length being the same as the distance between the middle truss 3 and the outer bottom longitudinal rib 5 adjacent to its second plate surface. This approach saves material and reduces weight while ensuring overall longitudinal strength.

[0040] In one specific embodiment, the two ends of the horizontal stiffening rib 8 along the length of the hull are beveled to form a third bevel angle, thereby avoiding stress concentration at the connection points of the two ends of the horizontal stiffening rib 8.

[0041] In one specific embodiment, both the first elbow plate 7 and the second elbow plate 9 are provided with soft toe structures at their toe tips. The soft toe structure can be a rounded soft toe to avoid stress concentration at the toe tip.

[0042] In one specific embodiment, a manhole is provided on the rib plate 6, and a third reinforcing rib 12 is provided on both the upper and lower plate surfaces corresponding to the manhole to ensure the strength of the rib plate 6.

[0043] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0044] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A high-strength longitudinal frame double-bottom structure for a ship's cabin, comprising an inner bottom plate (1) and an outer bottom plate (2) arranged in parallel, and a longitudinal reinforcing component and a transverse reinforcing component disposed between the inner bottom plate (1) and the outer bottom plate (2); the longitudinal reinforcing component comprises a central girder (3) arranged along the length of the hull, a plurality of inner bottom longitudinal ribs (4) and a plurality of outer bottom longitudinal ribs (5), the central girder (3) being arranged corresponding to the centerline of the width direction of the hull; the plurality of inner bottom longitudinal ribs (4) being symmetrically arranged and fixed to the lower end face of the inner bottom plate (1) on both sides of the central girder (3); the plurality of outer bottom longitudinal ribs (5) being arranged corresponding to the plurality of inner bottom longitudinal ribs (4) and fixed to the upper end face of the outer bottom plate (2); the transverse reinforcing component comprises a plurality of ribs (6), the plurality of ribs (6) being spaced apart along the length of the hull, the top end of each rib (6) being fixedly connected to the corresponding inner bottom longitudinal rib (4), and the bottom end being fixedly connected to the corresponding outer bottom longitudinal rib (5); characterized in that, A reinforcing structure is provided between each pair of adjacent ribs (6) corresponding to the cargo hold area of ​​the hull, the reinforcing structure including: Multiple first elbow plates (7) are arranged at intervals along the length of the hull and fixed between the inner bottom plate (1) and the outer bottom plate (2). Each first elbow plate (7) is connected to the first plate surface of the middle girder (3) at one end, and to the inner bottom longitudinal bone (4) near the first plate surface of the middle girder (3) at the upper part of the other end, and to the outer bottom longitudinal bone (5) near the first plate surface of the middle girder (3) at the lower part. A horizontal reinforcing rib (8) is arranged perpendicular to the middle truss (3) and fixed in the middle of the second plate of the middle truss (3) which is arranged opposite to the first plate. Multiple second elbow plates (9) are arranged at intervals along the length of the hull and fixed between the horizontal reinforcing rib plate (8) and the outer bottom plate (2), and one end of the elbow plates (9) is fixedly connected to the second plate surface of the middle girder (3), and the lower part of the other end is fixed to the outer bottom longitudinal bone (5) near the second plate surface of the middle girder (3).

2. A high-strength longitudinal framed twin-hull structure for a ship's hold according to claim 1, wherein Each of the first elbow plates (7) has a first reinforcing rib (10) fixed on its surface, and the first reinforcing rib (10) is arranged along the height direction of the hull.

3. A high-strength longitudinal framed twin-hull structure for a ship's hold according to claim 2, wherein Both ends of the first reinforcing rib (10) are beveled to form a first bevel angle.

4. The high-strength longitudinal framed twin-hull structure of a ship according to claim 1, wherein Each of the second elbow plates (9) has a second reinforcing rib (11) fixed on its surface, and the second reinforcing rib (11) is arranged along the line connecting the horizontal reinforcing rib plate (8) and the outer bottom longitudinal bone (5) near the second plate surface of the middle truss (3).

5. A high-strength longitudinal framed twin-hull structure for a ship's hold according to claim 4, wherein Both ends of the second reinforcing rib (11) are beveled to form a second bevel angle.

6. The high-strength longitudinal framed twin-hull structure of a ship according to claim 1, wherein The number of the first elbow plate (7) and the second elbow plate (9) are the same, and the multiple second elbow plates (9) are arranged in a one-to-one correspondence with the multiple first elbow plates (7).

7. A high-strength longitudinal framed twin-hull structure for a ship's hold according to claim 6, wherein The distance between adjacent first elbow plates (7) is 600mm.

8. The high-strength longitudinal framed twin-hull structure of a ship according to claim 1, wherein The width of the horizontal reinforcing rib (8) is less than the distance between the second plate surface of the middle truss (3) and the outer bottom longitudinal bone (5) near it. The top width of the second elbow plate (9) is the same as the width of the horizontal reinforcing rib (8), and the bottom width is the same as the distance between the middle truss (3) and the outer bottom longitudinal bone (5) near its second plate surface.

9. The high-strength longitudinal framed twin-hull structure of a ship according to claim 1, wherein The horizontal reinforcing rib (8) is beveled at both ends along the length of the hull to form a third bevel angle.

10. The high-strength longitudinal framed twin-hull structure of a ship according to claim 1, wherein Both the first elbow plate (7) and the second elbow plate (9) have soft toe structures at their toe ends.

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