CN111619729B - Ship cargo hold strong frame arrangement mode - Google Patents
Ship cargo hold strong frame arrangement mode Download PDFInfo
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- CN111619729B CN111619729B CN202010476405.8A CN202010476405A CN111619729B CN 111619729 B CN111619729 B CN 111619729B CN 202010476405 A CN202010476405 A CN 202010476405A CN 111619729 B CN111619729 B CN 111619729B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
- B63B11/02—Arrangement of bulkheads, e.g. defining cargo spaces
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Abstract
The invention relates to the technical field of ships, in particular to a ship cargo hold strong frame arrangement mode, which comprises that a plurality of strong frames are arranged in a cargo hold along the length direction of the cargo hold; the distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo hold to the middle part of the cargo hold; the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead; removing two of the strong frames adjacent to the transverse tank bulkheads, and selectively removing the deck strong beam from the rest of the strong frames. The invention can reduce the number of deck strong beams, realize the light weight of the ship and improve the economy of ship operation.
Description
Technical Field
The invention relates to the technical field of ships, in particular to a ship cargo hold strong frame arrangement mode.
Background
In order to achieve better overall economy of a large-scale ship, the length of a single cargo hold is about 13.5 meters, and the bulkhead of the cargo hold is usually a tank-type bulkhead. In the prior art, cargo hold strong frames are generally arranged at equal intervals, 3-4 strong frames are generally arranged in a single cargo hold except for strong frames corresponding to the end parts of transverse bulkhead walls, and each strong frame is an annular frame formed by a bottom rib plate, two side rib plates and a deck strong cross beam. The distance between these strong boxes may be referred to as the standard distance.
For the deck, the distances between the deck strong cross beams are equal, but the distances between the transverse cell type bulkheads and the adjacent strong cross beams are two, because the transverse cell type bulkheads are wavy, and when the distance between the front end surface of the transverse cell type bulkheads and the adjacent strong cross beams is equal to the standard distance, the distance between the rear end panel of the transverse cell type bulkheads and the adjacent strong cross beams is larger than the standard distance by a value of one groove depth.
The deck strong beam is positioned at the top of the cargo hold, is higher in position and bears smaller load generally, so that the stress level of the deck strong beam is lower, but the weight can not be reduced by reducing the size and the plate thickness of the strong beam in order to meet the requirements on structural stability and the like. Meanwhile, when the ship sails on the sea, due to the existence of the speed and the wind speed of the ship, relative motion exists between the deck strong cross beams and the air under most conditions, so that air resistance is generated, the requirement on propulsion power is increased or the sailing speed of the ship is reduced, the deck strong cross beams correspond to the side rib plates one to one, the number of the deck strong cross beams is large, and the material waste and the air resistance are large.
The side rib plates and the bottom rib plates of the cargo hold can be projected and deformed towards the outside or the inside under the action of liquid cargo or external seawater pressure, and when the strong frames are arranged at equal intervals, the deformation is larger when the strong frames are far away from the transverse tank type bulkhead. The larger the deformation, the larger the load borne by the strong frame, and because the middle position of the cargo hold is far away from the transverse bulkhead at the two ends, the maximum deformation of the strong frame at the position is realized, the maximum risk of structural damage is realized, and therefore a stronger and heavier structure needs to be adopted.
The above problems all increase the weight of the structure to a certain extent, and for a ship with determined total displacement, the larger the self structure weight is, the smaller the weight of the cargo which can be loaded is, obviously, the adverse effect on the operation economy is caused.
Therefore, a strong frame arrangement of a ship cargo hold is needed to solve the above technical problems.
Disclosure of Invention
The invention aims to provide a ship cargo hold strong frame arrangement mode, which can reduce the number of deck strong beams, realize the light weight of a ship and improve the economy of ship operation.
In order to achieve the purpose, the invention adopts the following technical scheme:
a strong frame arrangement mode for a ship cargo hold comprises
Arranging a plurality of strong frames in a cargo compartment along the length direction of the cargo compartment;
the distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo hold to the middle part of the cargo hold;
the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead;
removing two strong frames adjacent to the transverse tank type bulkheads, and selectively removing deck strong cross beams from the rest strong frames;
the number of the strong frames is odd, two strong frames adjacent to the transverse groove-shaped bulkhead are removed, and the deck strong cross beams are removed from the rest strong frames at intervals.
Optionally, the distance between the transverse tank type bulkhead and the strong frame adjacent to the transverse tank type bulkhead is larger than the distance between two adjacent strong frames.
Optionally, the distance between the strong frames is gradually reduced according to a first set threshold value from one of the transverse tank bulkheads of the cargo compartment to the middle of the cargo compartment.
Optionally, the first set threshold may be adjusted as needed.
Optionally, the distance between the strong frames increases gradually according to a second set threshold from the middle direction of the cargo compartment to the direction of the other transverse tank bulkhead.
Optionally, the second set threshold can be adjusted as needed.
Optionally, the first set threshold is equal to the second set threshold.
Optionally, the number of the strong frames can be determined according to actual design requirements.
The invention has the beneficial effects that:
according to the arrangement mode of the ship cargo hold strong frames, the distance between the strong frames is gradually reduced from one transverse groove-shaped bulkhead of the cargo hold to the middle of the cargo hold; the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead; the interval of making between the strong frame arranges according to load distribution characteristics to make strong frame and deck atress more even. And two strong frames adjacent to the transverse tank type bulkhead are removed, and deck strong beams are selectively removed from the rest strong frames, so that the number of the deck strong beams is reduced for each cargo hold, the number of the deck strong beams is reduced, the ship is lightened, the wind resistance generated by the deck strong beams is obviously reduced, the navigational speed can be improved or the fuel is saved, and the economy of ship operation is improved.
Drawings
FIG. 1 is a schematic view of a strong frame adjacent to a transverse slot bulkhead in a ship cargo compartment strong frame arrangement of the invention;
fig. 2 is a schematic diagram of a strong frame with a deck strong beam removed in the arrangement mode of the ship cargo hold strong frame.
In the figure:
1-bottom rib plate; 2-a broadside rib plate; 3-deck strong beam.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings and the embodiment. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1, the cargo hold of a general ship is provided with a strong frame to reinforce the strength of the cargo hold, and the strong frame is an annular frame formed by a bottom rib 1, two side ribs 2 and a deck strong beam 3. In order to reduce the number of deck strong beams, realize the light weight of a ship and improve the economy of ship operation, the invention provides a ship cargo hold strong frame arrangement mode, which comprises the following modes:
arranging a plurality of strong frames in the cargo hold along the length direction of the cargo hold; the distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo compartment to the middle part of the cargo compartment; the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead; two strong frames adjacent to the transverse cell bulkheads are removed, and the remaining strong frames selectively remove the deck strong beam 3.
The distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo hold to the middle part of the cargo hold; the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead; the interval of making between the strong frame arranges according to load distribution characteristics to make strong frame and deck atress more even. Two strong frames adjacent to the transverse tank type bulkhead are removed, and the deck strong beams 3 are selectively removed from the rest strong frames, so that the number of the deck strong beams 3 in each cargo hold is reduced, the number of the deck strong beams 3 is reduced, the ship is lightened, the wind resistance generated by the deck strong beams 3 is obviously reduced, the navigational speed can be increased, the fuel is saved, and the economy of ship operation is improved.
Further, as shown in fig. 2, in the present embodiment, the number of strong frames is an odd number. Alternatively, two strong frames adjacent to the transverse channel bulkheads are removed, and the remaining strong frames are removed at intervals from the deck strong beam 3. Make every cargo hold all reduce deck crossbeam 3 quantity, the whole ship reduces deck crossbeam 3 total number more than one third, reduces deck crossbeam 3's quantity, realizes the boats and ships lightweight, and the windage resistance that produces because of deck crossbeam 3 will descend showing, can improve the speed of a ship or practice thrift fuel, has improved the economic nature of boats and ships operation. Compared with the prior art, the number of the deck strong cross beams 3 is reduced, although the distances among the deck strong cross beams 3, the deck strong cross beams 3 and the transverse tank type bulkheads are increased, the uniformity is better, the material cost is saved, a large number of parts are reduced, and a large number of construction workload can be saved.
Further, the distance between the transverse tank type bulkhead and the strong frame adjacent to the transverse tank type bulkhead is larger than the distance between the two adjacent strong frames. The interval between the strong frames in the middle of the cargo hold is smaller than the interval between the strong frames adjacent to the transverse tank bulkhead of the cargo hold and the transverse tank bulkhead, the middle load is relatively large, the position where the load is large is closer to the arrangement of the strong frames, the position where the load is small is relatively sparse, the load distribution between the strong frames can be more uniform, and the strong frames are beneficial to ensuring the specification consistency and reducing the unnecessary strength surplus of the structure. Meanwhile, at the bottom and the side of the cargo hold, the distance between the strong frames in the middle of the cargo hold is reduced, which is beneficial to improving the stability of the structures of the outer plate, the inner shell and the inner bottom, reducing the structural reinforcement of the structures due to insufficient stability, and lightening the structural weight and reducing the construction workload.
Further, the distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo compartment to the middle part of the cargo compartment according to a first set threshold value. The first set threshold can be adjusted as needed. Thereby increased the flexibility in the boats and ships construction process, can set up first settlement threshold value according to the difference of ship type and usage.
Similarly, the spacing between the strong frames increases gradually from the middle of the cargo compartment toward the other transverse tank bulkhead according to a second set threshold. Alternatively, the second set threshold can be adjusted as needed. The flexibility in the ship construction process is increased.
Further, since the cargo hold of the ship is generally symmetrical about the middle thereof, optionally, the first set threshold is equal to the second set threshold, so that it is convenient to manage during the ship construction process.
Further, the number of the strong frames can be determined according to the actual design requirement.
The ship cargo hold strong frame arrangement mode provided by the invention enables a large number of structures of the cargo hold to be more uniformly stressed, and reduces the risk of structural damage. Meanwhile, a plurality of parts are reduced, the workload of assembling, welding, polishing and the like is correspondingly reduced, the deformation of the structure caused by assembling errors, welding residual stress and the like is also reduced, the product manufacturing precision is higher, and the quality is better. Meanwhile, the structure weight is reduced, so that the loading capacity of goods can be improved, or the draught of the ship is reduced under the condition of keeping the loading capacity unchanged, thereby reducing the resistance, saving the energy and obtaining higher performance indexes.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (8)
1. A ship cargo hold strong frame arrangement mode is characterized by comprising
Arranging a plurality of strong frames in a cargo compartment along the length direction of the cargo compartment;
the distance between the strong frames is gradually reduced from one transverse tank type bulkhead of the cargo hold to the middle part of the cargo hold;
the distance between the strong frames is gradually increased from the middle direction of the cargo hold to the direction of the other transverse tank-type bulkhead;
removing two strong frames adjacent to the transverse tank bulkheads, and selectively removing deck strong beams (3) from the rest strong frames;
the number of the strong frames is odd, two strong frames adjacent to the transverse tank bulkhead are removed, and the deck strong cross beams (3) are removed from the rest strong frames at intervals.
2. The arrangement of the ship cargo hold strong frames according to claim 1, wherein the distance between the transverse channel bulkheads and the strong frames adjacent to the transverse channel bulkheads is greater than the distance between two adjacent strong frames.
3. The arrangement of the strong frames in the cargo hold of the ship as claimed in claim 1, wherein the distance between the strong frames is gradually reduced from one of the transverse tank bulkheads in the cargo hold to the middle of the cargo hold according to a first set threshold.
4. The arrangement of the ship cargo hold strong frames according to claim 3, wherein the first set threshold value can be adjusted as required.
5. The arrangement of the strong frames in the cargo hold of the ship as claimed in claim 3, wherein the distance between the strong frames increases gradually from the middle of the cargo hold to the other transverse tank bulkhead according to a second set threshold.
6. The arrangement of the ship cargo hold strong frames according to claim 5, wherein the second set threshold value can be adjusted as required.
7. The arrangement of the ship cargo hold strong frames according to claim 6, wherein the first set threshold is equal to the second set threshold.
8. The arrangement of the ship cargo hold strong frames according to claim 1, wherein the number of the strong frames can be determined according to actual design requirements.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010476405.8A CN111619729B (en) | 2020-05-29 | 2020-05-29 | Ship cargo hold strong frame arrangement mode |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010476405.8A CN111619729B (en) | 2020-05-29 | 2020-05-29 | Ship cargo hold strong frame arrangement mode |
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| CN111619729A CN111619729A (en) | 2020-09-04 |
| CN111619729B true CN111619729B (en) | 2021-08-03 |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113859423A (en) * | 2021-10-28 | 2021-12-31 | 广船国际有限公司 | Strong frame structure of boats and ships cargo hold and boats and ships |
| CN114104188A (en) * | 2021-12-01 | 2022-03-01 | 中国船舶工业集团公司第七0八研究所 | Liquefied gas ship deck structure |
| CN114524055A (en) * | 2022-01-29 | 2022-05-24 | 中太海事技术(上海)有限公司 | Cargo hold of cryogenic liquid transport ship and filling ship |
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| JP2015074297A (en) * | 2013-10-08 | 2015-04-20 | 株式会社大内海洋コンサルタント | Stowage method on container ship |
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