CN116968875A - Container binding-free storage limiting and fixing device for container ship - Google Patents

Abstract

The application discloses a container lashing-free storage limit fixing device for a container ship, which comprises a guide rail frame and a guide rail bridge matched with the guide rail frame to guide the container to quickly enter and load and unload along a formed continuous track and limit and support the loaded container. The guide rail frame and the guide rail bridge form a full guide rail frame structure, after the container is loaded along the full guide rail frame structure, binding and fixing are not needed, the use of a traditional binding bridge and a binding rod is eliminated, the container is easier to position and track when larger transverse supporting rigidity is provided, the labor time and labor cost of binding operation of wharf workers are saved, and quick boxing can be realized.

Description

Container binding-free storage limiting and fixing device for container ship

Technical Field

The application relates to the technical field of ship construction, in particular to a container non-binding storage limit fixing device for a container ship.

Background

As global trade scales continue to expand, container ships move toward larger trends in order to achieve greater numbers of containers. In the existing design, the container ship adopts a binding bridge and a binding piece as a fastening device of a container on a deck, and the container is connected with the binding bridge through a binding rod, so that the container is fixed and protected in the course of voyage. When the container ship adopting the design is used for loading and unloading the containers at the wharf, a large number of binding operations are needed by workers manually, time and labor are consumed, and the loading and unloading efficiency of the containers is affected.

Disclosure of Invention

In view of the above, the application provides a container non-binding storage limit fixing device for a container ship, which adopts a full-guide rail frame structure, does not need binding fixation, cancels the use of a traditional binding bridge and a binding rod, is easier to position and track a container while providing larger transverse supporting rigidity, saves labor time and labor cost of binding operation of wharf workers, and can realize quick boxing.

A container non-binding storage limit fixing device for a container ship comprises a guide rail frame and a guide rail bridge matched with the guide rail frame for guiding the container to quickly enter and load and unload along a formed continuous track and limit-support the loaded container,

the guide rail frame extends vertically upwards from the inside of the cargo hold to above the weather deck, and the bottom of the guide rail frame is not contacted with the bottom of the cargo hold;

the guide rail bridge is arranged at the top of the transverse bulkhead along the ship width direction, the guide rail bridge comprises side box structures arranged on two side box columns of the continuous deck, horizontal platforms which are respectively connected with the two side box structures and are arranged at equal intervals from top to bottom, transverse reinforcing plates which are respectively connected with the two side box structures and are arranged at the upper ends of the front side and the rear side of the side box structures, and vertical members which are arranged at equal intervals along the ship width direction and are connected with the horizontal platforms, the position of each vertical member is provided with a guide rail frame so that continuous tracks are formed between two adjacent groups of vertical members and the guide rail frames, each vertical member is fixed with the part, which is positioned above the open-air deck, of the guide rail frame, and the part, which is positioned in the cargo cabin, of the guide rail frame is fixed with the transverse bulkhead through a connecting piece.

Preferably, the guide rail frame comprises an upper guide rail frame and a lower guide rail frame, the bottom of the upper guide rail frame is welded and fixed at the root of a guide rail bridge vertical member above the top plate of the transverse bulkhead, the upper end of the guide rail bridge vertical member extends upwards by t standard containers, t is more than or equal to 1, t is an integer, and the top of the upper guide rail frame is provided with a guide opening; the top of the lower rail frame is welded to the transverse coaming below the transverse bulkhead top plate and its lower end extends downwardly to the bilge but is not in contact with the cargo compartment bilge.

Preferably, the cross section of the guide opening is T-shaped, the cross section size of the guide opening is gradually increased from bottom to top, and guide opening reinforcement is arranged in the gap between the guide opening and the vertical member and the gap between the top of the upper guide rail frame and the vertical member.

Preferably, the interlayer height between the upper and lower adjacent two layers of horizontal platforms is j standard container heights, j is more than or equal to 1, and j is an integer;

the width of the interval between the left and right adjacent vertical members is n standard container positions, n is more than or equal to 1, and n is an integer.

Preferably, the vertical member is a vertical truss, the vertical truss vertically passes through each layer of horizontal platform, the front end and the rear end of the vertical truss are provided with panels, the upper ends of the front panel and the rear panel are connected with the transverse reinforcing plates of the corresponding side surfaces through transition circular arcs, and the front panel and the rear panel of the vertical truss are connected with the upper guide rail frame through connecting pieces.

Preferably, when the space width between the left and right adjacent vertical trusses is 2 or more container boxes, a horizontal section bar is arranged at a height position where the horizontal platform is not arranged but needs to be connected with the upper guide rail frame, the horizontal section bar is parallel to the horizontal platform and is fixed on the front panel and the rear panel of the vertical trusses, and the horizontal section bar is connected with the upper guide rail frame through a connecting piece.

Preferably, the vertical member is a column, the column is arranged on the front side and the rear side of the top of the transverse bulkhead, the upper end of the column is fixed with the transverse reinforcing plate, the column is connected with each layer of horizontal platform through the reinforcing toggle plate, and the column and the horizontal platform are connected with the upper guide rail frame through the connecting piece.

Preferably, the posts include full height posts extending from the top of the transverse bulkhead all the way up to the top of the rail bridge, and half height posts extending from a level of the horizontal platform up to the top of the rail bridge.

Preferably, a shear wall is further arranged between any two full-height upright posts, and a plurality of vertical reinforcing ribs with different lengths are further arranged on the shear wall.

Preferably, the guide rail bridge is also provided with a plurality of groups of diagonal braces, each group of diagonal braces consists of two symmetrical diagonal tubes, the upper ends of the two diagonal tubes are intersected and fixed on the upright post at the height position which is flush with one layer of horizontal platform, and the lower ends of the two diagonal tubes are respectively inclined to the left and right to the top of the transverse bulkhead.

The beneficial effects of the application are as follows:

1. according to the application, the full-guide rail frame structure extending upwards from the interior of the cargo hold to above the weather deck is adopted, the loaded container is clamped in the full-guide rail frame structure, and the conventional binding bridge and the binding rod are not required to be used for binding and fixing through the support and the limit of the full-guide rail frame structure, so that the workload of the binding scheme formulation and the manual binding operation of wharf workers is reduced, the labor time is saved, the loading and unloading efficiency of the container is improved, and the safety risk caused by the mutual collision of the binding rods is reduced.

2. The application adopts the full guide rail frame structure extending upwards from the interior of the cargo hold to above the weather deck, the container is assembled and disassembled along the guide rail through the top guide port, the container is easy to be positioned and imported, and meanwhile, the container assembling and disassembling path is clear, so that the quick boxing can be realized.

3. The loaded container clamping is limited in the full guide rail frame structure, compared with the traditional lashing bridge which uses lashing rods to tie the container, the guide rail bridge provides continuous support and limit for the container, the horizontal load generated by the self weight and the movement of the ship body of the container is absorbed by the guide rail frame, the bottom of the container foot cannot generate additional pressure due to overlarge relative displacement between the containers of all layers, the guide rail bridge and the movement of the container body of the container are more synchronous, the influence of the relative displacement is smaller, and the loss of the container caused by lashing failure when the lashing bridge is adopted can be prevented.

4. Compared with the traditional binding bridge structure, the full-guide rail frame structure provides greater supporting rigidity, so that the full-guide rail frame structure is more beneficial to stacking of 20ft containers on a deck, and has better stacking weight index. In addition, for a side windy box stack, the guide rail bridge is safer.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view of a ship to which the present application is applied.

Fig. 2 is a schematic view of the lashing-free storage limit fixing device of the container of the present application.

Fig. 3 is a front view of the container lashing-free storage limit fixture of the present application.

Fig. 4 is a top view of the lashing-free storage limit fixture of the container of the present application.

Fig. 5 is an enlarged view of the position 4-1 of fig. 4.

Fig. 6 is a side view of the container lashing-free storage limit stop fixture, i.e. the sectional view A-A of fig. 2.

Fig. 7 is a schematic perspective view of an upper guide opening of a guide rail frame according to the present application.

Fig. 8 is a side view of the upper end guide of the track frame of the present application.

Fig. 9 is a schematic perspective view of a truss-like track bridge according to an embodiment of the present application.

Fig. 10 is a schematic perspective view of a column rail bridge according to a second embodiment of the present application.

Fig. 11 is a schematic perspective view of a shear wall type rail bridge according to a third embodiment of the present application.

Fig. 12 is a schematic perspective view of a diagonal strut rail bridge according to a fourth embodiment of the present application.

The meaning of the reference numerals in the figures is:

a ship H, a deck D, a double-layer bottom structure B, a double-shell structure S, an upper building DH, a cabin ER, a cabin shed EC, a container C and an upper deck UD which are provided with container binding-free storage limiting fixing devices;

port PS, starboard SB, stern AFT, bow FORE;

guide rail frame 1, guide opening 11, upper guide rail frame 12, lower guide rail frame 13, guide opening reinforcement 14;

rail bridge 2, vertical members 21, horizontal section bars 22, transverse reinforcing plates 23, horizontal platforms 24, side box structures 25, reinforcing toggle plates 26, shear walls 27, diagonal braces 28, vertical reinforcing ribs 29;

a support cover 3;

a transverse bulkhead 4;

a connecting piece 5;

hatch coaming 8;

and a box column 9.

Detailed Description

For a better understanding of the technical solution of the present application, the following detailed description of the embodiments of the present application refers to the accompanying drawings.

It should be understood that the described embodiments are merely some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

In the description of the present application, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance unless explicitly specified or limited otherwise; the term "plurality" means two or more, unless specified or indicated otherwise; the terms "coupled," "secured," and the like are to be construed broadly, and may be fixedly coupled, detachably coupled, or integrally connected, for example; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the description of the present specification, it should be understood that the terms "upper", "lower", "left", "right" and the like in the embodiments of the present application are described in terms of angles shown in the drawings, and should not be construed as limiting the embodiments of the present application. In the context of this document, it will also be understood that when an element is referred to as being "on" or "under" another element, it can be directly on the other element or be indirectly on the other element through intervening elements.

The application provides a container lashing-free storage limit fixing device for a container ship, which establishes a continuous full-guide rail frame structure which extends vertically upwards from the inside of a cargo hold to above an weather deck, the full-guide rail frame structure provides a definite loading movement path for containers stacked in the container and on the weather deck, the containers can be quickly rail-loaded and unloaded along the fixed loading path, the loaded and unloaded containers do not need lashing and fastening, and the transverse load and the longitudinal load generated when the containers move along with the ship are offset by the support and the limit of the full-guide rail frame structure, so that the position of the containers is fixed.

The container non-binding storage limit fixing device for the container ship comprises a guide rail frame 1 and a guide rail bridge 2 which is matched with the guide rail frame 1 to guide the container to quickly enter and load and unload along a formed continuous track and limit-support the loaded container.

The rail frame 1 extends vertically upwards from the interior of the cargo compartment above the weather deck and has its bottom out of contact with the bottom of the cargo compartment.

As shown in fig. 6, the rail frame 1 includes an upper rail frame 12 and a lower rail frame 13, the bottom of the upper rail frame 12 is welded and fixed at the root of a rail bridge vertical member 21 above the top plate of the transverse bulkhead, and the upper end of the rail bridge vertical member extends upward for t standard containers, t is greater than or equal to 1, and t is an integer, and the upper rail frame 12 is mainly matched with the rail bridge 2 to limit and support the containers on the weather deck. The top of the lower rail frame 13 is welded to the transverse coaming below the transverse bulkhead top plate and its lower end extends down to the bilge, but is not in contact with the cargo compartment bilge, and the lower rail frame mainly cooperates with the rail bridge 2 to limit and support the containers inside the cargo compartment. The upper and lower rail frames 12 and 13 are aligned front to back and left to right to form a smooth continuous track so that the containers can be smoothly stacked down or lifted up along a fixed path and provide support and restraint for the containers in a horizontal direction.

As shown in fig. 7 and 8, the top of the upper rail frame 12 is provided with a guide opening 11, and the bottom end of the guide opening 11 is the same as the angle steel of the section of the upper rail frame 12 in size and butt-welded to the top end of the upper rail frame 12. The cross section of the guide opening 11 is T-shaped, and the cross section size of the guide opening is gradually increased from bottom to top, namely, the guide opening 11 is formed by welding two steel plates with large upper parts and small lower parts, the plate surface of one steel plate is along the ship length direction, the plate surface of the other steel plate is along the ship width direction, and the upper end of the other steel plate is inclined towards one side of the guide rail bridge 2. By providing the guide opening 11 at the top of the upper rail frame 12, the container is positioned into the rail by the guide opening 11 at a limited quick adjustment position in the ship length and the ship width directions.

Since the container collides with the guide opening 11 when being loaded and guided, a guide opening reinforcement 14 may be added in a gap between the guide opening 11 and the vertical member 21 and a gap between the top of the upper rail frame 12 and the vertical member 21 in order to prevent structural damage.

As shown in fig. 3 to 6 and 9 to 12, the rail bridge 2 is provided on top of the transverse bulkhead 4 in the ship width direction and is configured to support the upper rail frame 12. The rail bridge 2 comprises side box structures 25 arranged on two side box columns 9 of a continuous deck, horizontal platforms 24 which are respectively connected with the two side box structures 25 and are arranged at equal intervals from top to bottom, transverse reinforcing plates 23 which are respectively connected with the two side box structures 25 and are arranged at the upper ends of the front side and the rear side of the side box structures 25, and vertical members 21 which are arranged at equal intervals along the width direction and are connected with the horizontal platforms 24, a rail frame 1 is arranged at the position of each vertical member 21, the part of the rail frame 1 above an open deck is fixed with the vertical members 21 through a connecting piece 5, the part of the rail frame 1 in a cargo cabin is fixed with a transverse bulkhead 4 through the connecting piece 5, namely, an upper rail frame 12 is fixed with the vertical members 21 through the connecting piece 5, and a lower rail frame 13 is fixed with the transverse bulkhead 4 through the connecting piece 5.

The vertical members 21 are arranged in groups with the rail frame 1 such that a continuous track is formed between the left and right adjacent groups of vertical members 21 and the rail frame 1, which continuous track extends vertically upwards from the interior of the cargo compartment to above the weather deck.

When the container is lifted to the upper part of the application by using a crane, the two corners of the front end of the container are aligned with one continuous track on the front transverse bulkhead 4, the two corners of the rear end of the container are aligned with the continuous track on the same position on the rear transverse bulkhead 4, after the container is stable in orientation, the container is vertically lowered, the four corners of the container are quickly adjusted to the positions in the ship length and the ship width directions under the guiding action of the guide openings 11 at four positions, after the position adjustment and positioning of the container are completed, the container is lowered into a cargo hold along the guide rail frame 1, after the cargo hold is fully piled up with the container, the transverse bulkhead 4 is provided with the supporting cover 3, the container is continuously piled up on the supporting cover 3 along the continuous track, and the container above the deck is supported by the supporting cover 3. The loaded containers do not need to be bound, the containers loaded in the cargo hold are supported and limited by the lower guide rail frame 13, the containers loaded above the deck are supported and limited by the guide rail bridge 2 and the upper guide rail frame 12, so that transverse loads and longitudinal loads generated when the containers move along with the ship are offset, the containers are limited in continuous rails, and the positions of the containers are fixed. Because the container does not need to be bound and is not limited by the width required by binding operation, the length of the guide rail bridge and the transverse bulkhead connected with the guide rail bridge in the ship length direction can be reduced to a certain extent. In order to ensure the rigidity of the guide rail bridge, the influence of deformation on the angle steel supporting effect of the guide rail frame is reduced, and the port and starboard of the guide rail bridge can be increased by adding a box-shaped structure to increase the rigidity of the guide rail bridge.

The connecting plate 5 may be a toggle plate with different shapes, or a section steel or a steel pipe with different cross-sectional shapes (such as i-steel, angle steel, round pipe, square pipe, etc.), one end of which is welded on the guide rail frame 1, and the other end of which is welded on the guide rail bridge 2 or the transverse bulkhead 4. The connection elements 5 are arranged at different heights of the rail frame 1, i.e. the corresponding heights of the transverse bulkhead 4 and the rail bridge 2, are required to ensure a structure that can provide a connection of the connection elements 5. The length dimension of the connecting plate 5 in the ship length direction is determined according to the length of the cargo hold and the distance between the container and the guide rail frame 1, and the width dimension of the connecting piece 5 in the ship width direction is determined according to the dimension of the angle steel in the guide rail frame 1 and the distance between the angle steel.

The rail bridge 2 of the present application has various forms, for example, a truss type, a column type, a shear wall type, a diagonal brace type, etc., and has the same width as the width of the ship, the same vertical height as the upper rail frame 12, and the same width as the thickness of the transverse bulkhead in the ship length direction.

The container lashing-free storage limit fixing device for the container ship of the present application is constructed such that the lower rail frame 13 is welded to the transverse bulkhead 4 at a hull section stage, the upper rail frame 12 is preloaded on the rail bridge 2 and welded to the hull structure together at a general assembly stage, and the upper rail frame 12 is welded to the hull structure to control installation accuracy so as to ensure rail alignment of the upper and lower rail frames such that the container can be smoothly suspended in and suspended out along the rails.

As shown in fig. 1, the main body of the ship H is surrounded by a deck D, a double bottom structure B and a double hull structure S, and the interior of the ship is partitioned by a transverse bulkhead 4 at a certain distance to form a cargo compartment area. The upper part above the upper deck of the ship H is close to the bow part and is provided with an upper building DH for the office and rest of crews or passengers; the engine room ER of the ship H is disposed near the stern area, and an engine room EC is disposed above the upper deck of the engine room ER. The container lashing-free storage limit fixing device for the container ship is applied to cargo hold areas, can be used for all cargo hold areas of the ship, can be applied to certain cargo hold areas, can be arranged on a single cargo hold, and can be arranged in a plurality of cargo holds in succession.

The application will now be described in further detail with reference to specific examples thereof in connection with the accompanying drawings.

In the first embodiment, the container non-binding storage limit fixing device for the container ship in the embodiment comprises a guide rail frame 1 and a guide rail bridge 2.

The upper guide rail frame 12 is fixed on the front end face and the rear end face of the guide rail bridge 2 through connecting pieces 5 at certain intervals, extends upwards from the top of the transverse bulkhead 4 to 1-8 layers of box height above an open deck, and can be piled up to 1-8 layers beyond the top end of the guide rail frame; the lower rail brackets 13 are fixed to the front and rear end surfaces of the cross bulkhead 4 at intervals by the connecting members 5 and extend downward from the bottom of the cross bulkhead 4 to the bilge, but are not connected to the in-cabin deck or floor.

Unlike the lower rail frames 13 which are arranged only between the inner shells of the cargo hold, the upper rail frames 12 need to be arranged at intervals in the ship width direction all the way to the outermost side of the rail bridge 2 for supporting containers placed on the side-most, main deck.

Other structural features of the track frame 1 have been described above and will not be described in detail here.

As shown in fig. 9, the rail bridge 2 is a truss rail bridge, and includes a side box structure 25, a multi-layer horizontal platform 24, front and rear transverse reinforcement plates 23, and a plurality of vertical members 21, wherein the vertical members 21 are vertical trusses.

The side box structure 25 is one tank wide and is provided on the left and right side columns 9 of the continuous deck to enhance the structural rigidity of the truss track bridge and reduce the effect of deformation on the upper track frame 12.

The two ends of the horizontal platform 24 are respectively connected with a left side box-shaped structure 25 and a right side box-shaped structure 25, the multi-layer horizontal platform 24 is arranged at equal intervals from top to bottom, the interlayer height between the upper and lower adjacent layers of horizontal platforms 24 is j standard container heights, j is more than or equal to 1, and j is an integer.

The transverse reinforcement plates 23 are provided at upper ends of the front and rear sides of the side box-like structures 25, and are connected at both ends thereof to the left and right side box-like structures 25, respectively.

The vertical trusses 21 are arranged at equal intervals along the ship width direction, the interval width between the left and right adjacent vertical trusses 21 is n standard container positions, n is more than or equal to 1, and n is an integer. The vertical truss 21 vertically passes through each layer of horizontal platform 24, the front end and the rear end of the vertical truss are respectively provided with a panel, the upper ends of the front panel and the rear panel are respectively connected with the transverse reinforcing plates 23 of the corresponding side surfaces through transition circular arcs, and the front panel and the rear panel of the vertical truss 21 are connected with the upper guide rail frame 12 through connecting pieces 5.

When the space width between the left and right adjacent vertical girders is 2 or more container boxes, a horizontal section bar 22 is provided at a height position where the horizontal platform 24 is not provided but the upper rail frame 12 is required to be connected, the horizontal section bar 22 is parallel to the horizontal platform 24 and fixed on the front and rear panels of the vertical girders 21, and both ends of the horizontal section bar 22 are directly welded on the vertical girders 21. The horizontal section bar 22 can be made of angle steel.

The left and right ends of the truss track bridge sit on the side columns 9, the columns 9 providing support and securement of the side-most column 40ft container feet. The overall construction of the truss-like track bridge is relatively similar to that of the transverse bulkhead 4, and the upper track frame 12 is connected to the panels of the vertical girders 21 of the truss-like track bridge and to the horizontal profiles 22 by means of connectors 5.

In the second embodiment, the container non-binding storage limit fixing device for the container ship in the embodiment comprises a guide rail frame 1 and a guide rail bridge 2.

In this embodiment, the structure of the rail frame 1 is the same as that of the first embodiment, and will not be described in detail here.

As shown in fig. 10, the rail bridge 2 is a column rail bridge, and includes a side box structure 25, a multi-layer horizontal platform 24, front and rear transverse reinforcement plates 23, and a plurality of vertical members 21, wherein the vertical members 21 are columns.

The side box structure 25 is one tank wide and is provided on the left and right side columns 9 of the continuous deck to enhance the structural rigidity of the truss track bridge and reduce the effect of deformation on the upper track frame 12.

The two ends of the horizontal platform 24 are respectively connected with a left side box-shaped structure 25 and a right side box-shaped structure 25, the multi-layer horizontal platform 24 is arranged at equal intervals from top to bottom, the interlayer height between the upper and lower adjacent layers of horizontal platforms 24 is j standard container heights, j is more than or equal to 1, and j is an integer.

The transverse reinforcement plates 23 are provided at upper ends of the front and rear sides of the side box-like structures 25, and are connected at both ends thereof to the left and right side box-like structures 25, respectively.

The plurality of upright posts 21 are arranged at equal intervals along the ship width direction, the interval width between the left and right adjacent two upright posts 21 is n standard container boxes, n is more than or equal to 1, and n is an integer. The uprights 21 are arranged on the front and rear sides of the top of the transverse bulkhead 4 and are fixed at their upper ends to transverse stiffening plates 23. Except the top-most platform, the width dimension of each layer of horizontal platform in the ship length direction is slightly smaller than the distance between the front upright post and the rear upright post, namely the upright posts are connected with each layer of horizontal platform 24 through reinforcing toggle plates 26 arranged at the intersection, the top of each reinforcing toggle plate 26 is welded and fixed with the horizontal platform 24, and the two ends of each reinforcing toggle plate are welded and fixed with the upright posts 21. The upright and horizontal platform 24 is connected to the upper track frame 12 by a connector 5.

The upright 21 has two structural types, namely an all-height upright extending from the top of the transverse bulkhead 4 up to the top of the rail bridge 2 and a half-height upright extending from a certain horizontal platform up to the top of the rail bridge 2. On the basis of ensuring the number of the enough full-height upright posts, the upright posts at the rest positions can adopt half-height upright posts so as to lighten the structural weight of the upright post type guide rail bridge.

The left and right ends of the column rail bridge rest on the side columns 9, the columns 9 providing support and securement of the side-most column 40ft container feet.

In the third embodiment, the container non-binding storage limit fixing device for the container ship in the embodiment comprises a guide rail frame 1 and a guide rail bridge 2.

In this embodiment, the structure of the rail frame 1 is the same as that of the first embodiment and the second embodiment, and the specific difference is that the rail bridge 2 of this embodiment is a shear wall type rail bridge, and a shear wall structure 27 is added on the basis of the column type rail bridge of the second embodiment, so as to share part of the transverse load, so that the rail bridge 2 has stronger rigidity and can bear larger container load.

As shown in fig. 11, a shear wall 27 may be provided between any two full height columns. The shear wall 27 may be provided in a plurality, and the specific number and location may be determined according to actual needs. The shear wall 27 is also provided with a plurality of vertical reinforcing ribs 29 with different lengths, and the vertical reinforcing ribs 29 can reinforce the shear wall 27 with larger span to a certain extent.

Other embodiments are the same as the second embodiment, and will not be described in detail herein.

In the fourth embodiment, the container non-binding storage limit fixing device for the container ship in the present embodiment includes a rail frame 1 and a rail bridge 2.

In this embodiment, the structure of the track frame 1 is the same as that of the first embodiment and the second embodiment, and the specific difference is that the track bridge 2 of this embodiment is a diagonal track bridge, and a diagonal structure 28 is added on the basis of the column track bridge of the structure of the second embodiment, and the function of the diagonal structure 28 is the same as that of the shear wall 27, so as to bear part of the transverse load and increase the rigidity of the track bridge 2.

As shown in fig. 12, a plurality of groups of diagonal braces 28 may be provided on the upright 21, each group of diagonal braces 28 is composed of two symmetric diagonal tubes, the upper ends of the two diagonal tubes are intersected and fixed on the upright 21 at a height position which is flush with one horizontal platform, and the lower ends of the two diagonal tubes are respectively inclined to the left and right to the top of the transverse bulkhead 4.

K (k is larger than or equal to 1 and k is an integer) groups of diagonal braces 28 can be arranged on one diagonal brace type guide rail bridge and are symmetrically arranged on the central line. The top end of the diagonal brace 28 may be disposed at the height of any layer of the horizontal platform 24, i.e., the diagonal brace 28 may extend to the top end of the rail bridge 2, or may extend to a layer of the horizontal platform 24 of the rail bridge 2.

Other embodiments are the same as the second embodiment, and will not be described in detail herein.

The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather to enable any modification, equivalent replacement, improvement or the like to be made within the spirit and principles of the application.

Claims (10)

1. A container non-binding storage limit fixing device for a container ship is characterized by comprising a guide rail frame (1) and a guide rail bridge (2) which is matched with the guide rail frame (1) to guide the container to rapidly enter and load and unload along a formed continuous track and limit and support the loaded container,

the guide rail frame (1) vertically extends upwards from the inside of the cargo hold to above the weather deck, and the bottom of the guide rail frame is not contacted with the bottom of the cargo hold;

the guide rail bridge (2) is arranged at the top of the transverse bulkhead (4) along the ship width direction, the guide rail bridge (2) comprises side box structures (25) arranged on two side box columns (9) of a continuous deck, horizontal platforms (24) which are respectively connected with the two side box structures (25) from top to bottom and are arranged at equal intervals, transverse reinforcing plates (23) which are respectively connected with the two side box structures (25) and are arranged at the upper ends of the front side and the rear side of the side box structures (25), and vertical members (21) which are respectively arranged at equal intervals along the ship width direction and are connected with the horizontal platforms (24), a guide rail frame (1) is arranged at the position of each vertical member (21) so that a continuous track is formed between two adjacent groups of vertical members (21) and the guide rail frame (1), each vertical member (21) is fixed with the part, which is positioned above the corresponding guide rail frame (1), of the guide rail frame (1) in the cargo cabin through a connecting piece (5).

2. The lashing-free storage limit fixing device for containers of a container ship according to claim 1, wherein the guide rail frame (1) comprises an upper guide rail frame (12) and a lower guide rail frame (13), the bottom of the upper guide rail frame (12) is welded and fixed at the root of a guide rail bridge vertical member (21) above a transverse bulkhead top plate, the upper end of the guide rail bridge vertical member extends upwards for t standard containers, t is more than or equal to 1, t is an integer, and the top of the upper guide rail frame (12) is provided with a guide opening (11); the top of the lower rail frame (13) is welded to the transverse coaming below the transverse bulkhead top plate and its lower end extends down to the bilge but is not in contact with the cargo compartment bilge.

3. The lashing-free storage limit fixing device for containers of container ships according to claim 2, characterized in that the cross section of the guide opening (11) is T-shaped and the cross section size thereof gradually increases from bottom to top, and guide opening reinforcements (14) are arranged in the gaps between the guide opening (11) and the vertical members (21) and the gaps between the top of the upper guide rail frame (12) and the vertical members (21).

4. The lashing-free storage limit fixing device for containers of container ships according to claim 1, wherein the interlayer height between the upper and lower adjacent horizontal platforms (24) is j standard container heights, j is greater than or equal to 1, and j is an integer;

the width of the interval between the left and right adjacent vertical members (21) is n standard container positions, n is more than or equal to 1, and n is an integer.

5. The lashing-free storage limit fixing device for containers of container ships according to claim 1 or 4, wherein the vertical member (21) is a vertical truss vertically passing through each layer of horizontal platform (24), the front and rear ends of the vertical truss are provided with panels, the upper ends of the front and rear panels are connected with the corresponding lateral transverse reinforcing plates (23) through transition arcs, and the front and rear panels of the vertical truss are connected with the upper guide rail frame (12) through connecting pieces (5).

6. The lashing-free storage limit fixing device for containers of container ships according to claim 5, wherein when the space width between the right and left adjacent vertical girders is 2 or more container boxes, a horizontal profile (22) is provided at a height position where the horizontal platform (24) is not provided but the upper rail frame (12) is required to be connected, the horizontal profile (22) is parallel to the horizontal platform (24) and fixed to the front and rear panels of the vertical girders (21), and the horizontal profile (22) is connected to the upper rail frame (12) through a connecting member (5).

7. Container lashing-free storage limit fixture for container ships according to claim 1 or 4, characterized in that the vertical members (21) are uprights arranged on the front and rear sides of the top of the transverse bulkhead (4) and the upper ends of which are fixed with transverse reinforcing plates (23), the uprights being connected with each level of horizontal platform (24) by reinforcing toggle plates (26), the uprights and the horizontal platform (24) being connected with the upper rail frame (12) by connecting pieces (5).

8. The lashing-free storage limit fixture for containers of a container ship according to claim 7, characterized in that the columns comprise full-height columns extending from the top of the transverse bulkhead (4) all the way up to the top of the rail bridge (2) and half-height columns extending from a certain level of horizontal platform up to the top of the rail bridge (2).

9. The container non-binding storage limit fixing device for the container ship according to claim 8, wherein a shear wall (27) is further arranged between any two full-height upright posts, and a plurality of vertical reinforcing ribs (29) with unequal lengths are further arranged on the shear wall (27).

10. The lashing-free storage limit fixing device for containers of container ships according to claim 8, characterized in that a plurality of groups of diagonal braces (28) are further arranged on the guide rail bridge (2), each group of diagonal braces is composed of two symmetrical diagonal square pipes, the upper ends of the two diagonal square pipes are intersected and fixed on the upright post at the height position which is flush with one layer of horizontal platform, and the lower ends of the two diagonal square pipes are respectively inclined leftwards and rightwards to the top of the transverse bulkhead (4).