CN117104410A - Binding-free container ship - Google Patents

Abstract

The invention discloses a lashing-free container ship, wherein a container storage system is arranged in a whole cargo cabin area or certain cargo cabin areas of the container ship, and containers are loaded in the cargo cabin or above a deck through the container storage system and are limited and supported through the container storage system so as to realize lashing-free fixation. According to the invention, the container storage system is arranged in the cargo area, the container storage system loads the limit containers by adopting the full-guide rail frame structure, the loaded containers do not need to be bound and fixed, the use of a traditional binding bridge and a binding rod is eliminated, the container is easier to position and track while the larger transverse supporting rigidity is provided, the labor time and the labor cost of the binding operation of wharf workers are saved, and the quick boxing can be realized.

Description

Binding-free container ship

Technical Field

The invention relates to the technical field of ship construction, in particular to a binding-free 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 present invention provides a lashing-free container ship, in which a cargo area of the container ship is provided with a container storage system, and the container storage system loads a limit container by adopting a full rail frame structure without lashing and fixing, thereby eliminating the use of a conventional lashing bridge and lashing rod, providing greater transverse support rigidity, facilitating the positioning and track-in of the container, saving labor time and labor cost of lashing operation of wharf workers, and realizing rapid boxing.

A lashing-free container ship, wherein a whole cargo tank area or certain cargo tank areas of the container ship are provided with container storage systems, and containers are loaded in cargo tanks or above decks through the container storage systems and are limited and supported by the container storage systems so as to realize lashing-free fixation; the container storage system comprises a guide rail frame, a guide rail bridge and a supporting cover, wherein the guide rail bridge is matched with the guide rail frame to guide a container to be quickly in-orbit loaded and unloaded along a formed continuous rail and carry out limit supporting on the loaded container, and the supporting cover is arranged in the continuous guide rail and is used for enabling the container above an weather deck to be stacked on the supporting cover;

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, 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 width direction of the ship and are connected with the horizontal platforms, a guide rail frame is arranged at the position of each vertical member, so that a continuous track which extends upwards to the upper part of the open deck from the inside of the cargo hold is formed between two adjacent groups of vertical members and the guide rail frame, each vertical member is fixed with the part of the corresponding guide rail frame which is positioned above the open deck through a connecting piece, and the part of the guide rail frame which is positioned in the cargo hold is fixed with the transverse bulkhead through the connecting piece;

the two ends of the supporting cover are respectively fixed with transverse bulkheads at the corresponding sides.

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 a transverse bulkhead top plate, the upper end of the guide rail bridge vertical member extends upwards for T standard containers to be higher than or equal to 1, T is an integer, the top of the upper guide rail frame is provided with a guide opening, 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 a gap between the guide opening and the vertical member and a gap between the top of the upper guide rail frame and the vertical member;

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 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 on 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;

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 a horizontal platform is not arranged but is required 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 stand column, the stand column is arranged on the front side surface and the rear side surface of the top of the transverse bulkhead, the upper end part of the stand column is fixed with the transverse reinforcing plate, the stand column is connected with each layer of horizontal platform through a reinforcing toggle plate, and the stand column and the horizontal platform are connected with the upper guide rail frame through connecting pieces;

the columns include full height columns that extend from the top of the cross bulkhead all the way up to the top of the rail bridge, and half height columns that extend 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.

Preferably, the supporting cover comprises a supporting frame, transverse sealing plates arranged at the front end and the rear end of the supporting frame, supporting cover bases arranged at four corners of the bottom of the supporting frame, and container foot bases and base reinforcing members which are arranged in groups, wherein the container foot bases and the base reinforcing members are arranged at the middle positions of the two sides of the supporting frame and above the supporting cover bases;

the supporting frame is of an unsealed rectangular structure with an opening at the upper end and the lower end, wherein the unsealed rectangular structure is composed of an end bottom plate, a left longitudinal member and a right longitudinal member which are arranged between the end bottom plates and are welded with the end bottom plates, a first transverse member which is arranged at the front end and the rear end of the two longitudinal members and in the middle of the two longitudinal members, and a second transverse member is arranged at the outer side of the longitudinal members;

The middle of the transverse sealing plate is provided with a limiting groove, the supporting cover is fixed through a bidirectional braking device clamped in the limiting groove, and the bidirectional braking device is welded and fixed at the top of the transverse bulkhead.

Preferably, the supporting cover further comprises a cover plate covered on the supporting frame and the transverse sealing plate, wherein the cover plate is provided with a linear beam arch, and the inclination angle of the linear beam arch is 0.5-8 degrees; rainwater on the cover plate flows along the linear beam arch of the cover plate to the transverse bulkhead top plates on the front side and the rear side, and is discharged out of the side water holes along the transverse bulkhead top plates.

Preferably, the supporting cover comprises a supporting frame, transverse sealing plates arranged at the front end and the rear end of the supporting frame, supporting cover bases arranged at four corners of the bottom of the supporting frame, and container foot bases and base reinforcing members which are arranged in groups, wherein the container foot bases and the base reinforcing members are arranged at the middle positions of the two sides of the supporting frame and above the supporting cover bases;

the supporting frame is of an unsealed rectangular structure with an opening at the upper end and the lower end, wherein the unsealed rectangular structure is composed of an end bottom plate, a left longitudinal member and a right longitudinal member which are arranged between the end bottom plates and are welded with the end bottom plates, a first transverse member which is arranged at the front end and the rear end of the two longitudinal members and in the middle of the two longitudinal members, and a second transverse member is arranged at the outer side of the longitudinal members;

The longitudinal section of the transverse sealing plate is triangular, and the inclined plane of the transverse sealing plate has an inclination angle of 3-15 degrees; the bottom of the transverse sealing plate is provided with a supporting seat for fixing the supporting cover on the supporting angle steel of the transverse bulkhead.

Preferably, the supporting cover further comprises a cover plate covered on the supporting frame and the transverse sealing plate, wherein the cover plate is provided with a linear beam arch, and the inclination angle of the linear beam arch is 0.5-8 degrees; rainwater on the cover plate flows along the linear beam arch of the cover plate to the transverse bulkhead top plates on the front side and the rear side, and is discharged out of the side water holes along the transverse bulkhead top plates.

The beneficial effects of the invention are as follows:

1. according to the invention, 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 invention 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.

5. The container loading supporting cover can be fixed on the top of the transverse bulkhead or on supporting angle steel of a bulkhead plate of the transverse bulkhead, and is convenient to fix and install; and when depositing the supporting cover, can stack supporting cover layer, also can stack the supporting cover on the container, especially when the pier operation, can stack the supporting cover on the supporting cover of other rows or the container temporarily, can save the work load and the time of moving the supporting cover to the land greatly.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, 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 invention, 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 vessel according to the invention.

Fig. 2 is a schematic diagram of a container storage system of the present invention.

Fig. 3 is a front view of the container storage system of the present invention.

Fig. 4 is a top view of the container storage system of the present invention.

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

Fig. 6 is a side view of the container storage system, i.e., a cross-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 invention.

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

Fig. 9 is a schematic perspective view of a truss type track bridge according to the present invention.

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

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

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

Fig. 13 is a schematic perspective view of a closed roof support cap.

Fig. 14 is a side view of the enclosed roof support cap.

Fig. 15 is a schematic view of a cover plate of the closed deck lid.

Fig. 16 is a schematic view of an uncapped cover plate of the enclosed roof support cap.

Fig. 17 is a schematic perspective view of an open roof support cap.

Fig. 18 is a side view of an open roof support cap.

Fig. 19 is a schematic perspective view of the closed cabin supporting cover.

Fig. 20 is a side view of the enclosed cabin interior support cover.

Fig. 21 is a schematic view of the cover plate of the closed cabin supporting cover.

Fig. 22 is a schematic view of an uncapped cover plate of the closed in-cabin support lid.

Fig. 23 is a schematic perspective view of an open cabin interior support cover.

Fig. 24 is a side view of an open cabin interior support cover.

Fig. 25 is a detailed view of the fixed position of the closed roof support cap or the open roof support cap.

Fig. 26 is a schematic view of a bi-directional braking device.

Fig. 27 is a detailed view of the fixed position of the closed cabin interior support cover or the open cabin interior support cover.

Fig. 28 is a top view of fig. 27.

Fig. 29 is a schematic view of the mounting of a spacing flat steel at each bin on the support angle of the transverse bulkhead.

Fig. 30 is a schematic view of a plurality of support covers stacked one above the other.

Fig. 31 is a schematic view of a support lid stacked on a container.

Fig. 32 is a schematic view of a bilge well of a ship containing a container storage system.

Fig. 33 is an elevation view of a conventional container lashing system employing lashing bridges.

Fig. 34 is a side view of a conventional container lashing system employing lashing bridges.

FIG. 35 is a table comparing the on-deck stacking weight index using the container storage system of the present invention with a lashing bridge.

Fig. 36 is a flow chart of a container loading operation to which the present invention is applied.

Fig. 37 is a flow chart of a container unloading operation to which the present invention is applied.

The meaning of the reference numerals in the figures is:

the container storage system CSS, the ship H with the container storage system, the deck D, the double-deck bottom structure B, the double-shell structure S, the superstructure DH, the engine room ER, the engine room EC, the container C, the upper deck UD and the sewage well B1;

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;

the support cover 3, the end bottom plate 30, the cover plate 31, the longitudinal members 32, the first cross member 33, the second cross member 34, the cross seal plate 35, the container bottom base 36, the support cover base 37, the base reinforcement 38, the end support base 39;

A transverse bulkhead 4;

a connecting piece 5;

the bidirectional braking device 6, the steel rectangular block 61 and the rubber gasket 62;

angle steel support 7, water flowing groove 71, water flowing pipe 72 and limit flat steel 73;

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.

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

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 lashing-free container ship, a container storage system is arranged in a cargo hold area of the container ship, a continuous full-guide rail frame structure which extends vertically upwards from the inside of the cargo hold to above an weather deck is established by the system, the full-guide rail frame structure provides a clear 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 to be lashed and fastened, 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.

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 cargo compartment area of the vessel H is provided with a container storage system which can be used in all cargo compartment areas of the vessel, can be applied in certain cargo compartment areas, can be arranged in a single cargo compartment or can be arranged in a succession of cargo compartments.

Specifically, the container storage system comprises a guide rail frame 1, 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 carry out limit support on the loaded container, and a support cover 3 which is arranged in the continuous guide rail and is used for piling the container above an weather deck on the continuous guide rail, wherein two ends of the support cover 3 are respectively fixed with corresponding front transverse bulkhead 4 and rear transverse bulkhead 4. The container storage system CSS employs rail frames from within the cargo hold to above the weather deck to provide a defined path of movement for loading and unloading of containers within and on the deck while providing support and protection for containers loaded in the cargo hold area.

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. 3 and fig. 6-8, 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 upwards by 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.

In the embodiment, the guide rail frame 1 is made of angle steel, 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, and extends upwards from the top of the transverse bulkhead 4 to 1-8 layers of box height above an open deck, and the layers of containers on the deck 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.

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 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 members 21 are provided in plurality, the plurality of vertical members 21 are arranged at equal intervals along the ship width direction, the interval width between the left and right adjacent two vertical members 21 is n standard container boxes, n is more than or equal to 1, and n is an integer.

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.

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 invention 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 truss type track bridge shown in fig. 9 comprises a side box structure 25, a multi-layer horizontal platform 24, front and rear transverse reinforcing plates 23, and a plurality of vertical members 21, wherein the vertical members 21 are vertical trusses. 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.

The column rail bridge shown in fig. 10 comprises a side box structure 25, a multi-deck 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 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 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. The upright and horizontal platform 24 is connected to the upper track frame 12 by a connector 5.

The shear wall type guide rail bridge shown in fig. 11 is added with a shear wall structure 27 on the basis of the column type guide rail bridge shown in fig. 10, and is used for sharing part of transverse load, so that the guide rail bridge 2 has stronger rigidity and can bear larger container load. 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.

The diagonal bracing type rail bridge shown in fig. 12 is formed by adding a diagonal bracing structure 28 on the basis of the column type rail bridge shown in fig. 10, wherein the function of the diagonal bracing structure 28 is the same as that of the shear wall 27, so as to bear part of transverse load and increase the rigidity of the rail bridge 2. The upright post 21 is provided with a plurality of groups of diagonal braces 28, each group of diagonal braces 28 consists of two symmetrical diagonal tubes, the upper ends of the two diagonal tubes are intersected and fixed at the height position of the upright post 21, 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 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.

The track bridge 1 and the track frame 2 of the present invention are constructed such that the lower track frame 13 is welded to the transverse bulkhead 4 at the hull section stage, the upper track frame 12 is preloaded onto the track bridge 2 and welded to the hull structure together at the general assembly stage, and the upper track frame 12 is controlled in installation accuracy when welded to the hull structure to ensure that the tracks of the upper and lower track frames are aligned such that containers can be smoothly hoisted in and out along the tracks.

When the container is lifted to the upper part of the invention 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.

As shown in fig. 2-4, a number of support covers 3, which are as wide as the width of the container, are placed at the hatch. The fixing manner of the support cover 3 may be classified into a roof support cover and an in-cabin support cover, and may be classified into a closed support cover and an open support cover according to the structural style of the support cover 3, as shown in 4 types of fig. 13 to 24.

The closed deck lid shown in fig. 13-16, which has a total length longer than the length of the cargo hatch, is placed on top of the transverse deck wall 4.

The closed deck lid comprises an end floor 30, a cover plate 31, a longitudinal member 32, a first cross member 33, a second cross member 34, a cross seal plate 35, a container foot base 36, a lid base 37 and a base reinforcement 38. The longitudinal members 32 are disposed on both left and right sides of the end base plate 30, and the first cross member 33 is disposed at the front and rear ends and the middle of the two longitudinal members 32, and the end base plate 30, the longitudinal members 32 and the first cross member 33 together constitute an open-ended, non-closed rectangular support frame. The second cross members 34 are disposed outside the longitudinal members 32, and the cross seal plates 35 are disposed at the front and rear ends of the support frame, and the support cover bases 37 are disposed at the bottom four corners of the support frame, and the container foot bases 36 and the base reinforcements 38 are disposed in groups at intermediate positions on both sides of the support frame and above the support cover bases 37.

As shown in fig. 13 and 14, the cover plate 31 of the closed deck lid is covered on top of its rectangular support frame and transverse seal plates 35. As shown in fig. 14 and 15, the cover plate 31 has a linear beam arch, and is positioned between the container foot bases 36 and at both ends of the support cover 3, and the inclination angle of the cover plate 31 with respect to the horizontal plane is in the range of 0.5 ° and 8 °. The beam arch enables rainwater to flow along the cover plate 31 toward the top plate of the cross bulkhead 4 at both ends and to be discharged out of the side by the side water holes.

As shown in fig. 16, the longitudinal members 32 of the closed roof support cap have a T-section in cross-section, a height in the range of 200mm,1000mm, and a length of one 40ft standard container length, and a single support cap has both left and right longitudinal members 32. The front and rear ends of the left and right longitudinal members 32 are each provided with 1 container foot base 36 of a 40ft container, and the middle is provided with 2 container foot bases 36 of 20ft containers, i.e., one supporting cover has 8 container foot bases 36. The bottoms of the 8 container foot mounts 36 are provided with mount reinforcements 38 for supporting the container foot mounts 36. Corresponding to the positions of the 4 40ft container foot bases 36, 4 supporting cover bases 37 are arranged at the bottom of the supporting cover 3, and the structural style of the supporting cover bases 37 is the same as that of the container foot bases 36.

As shown in fig. 16, the first cross member 33 of the closed roof support cap is a large transverse toggle plate that spans the entire support cap 3, mainly arranged at the container foot bottom seat 36. The second cross members 34 are small toggle plates uniformly supported at a certain interval on the outer side of the longitudinal members 32, and the number of the second cross members 34 can be determined according to the strength requirement. The transverse sealing plate 35 is a groove-shaped steel plate arranged at the front end and the rear end of the supporting cover 3, inclined surfaces are arranged on two sides of the transverse sealing plate 35 to avoid interference with the guide rail frame 1 and the guide rail bridge 2 during installation, a limiting groove is formed in the middle of the transverse sealing plate 35, the supporting cover is transversely and longitudinally limited by a bidirectional braking device 6 clamped in the limiting groove to be installed at the top of the transverse bulkhead 4, and the bidirectional braking device 6 is fixedly welded at the top of the transverse bulkhead as shown in fig. 25. As shown in fig. 26, the bidirectional brake 6 is mainly a steel rectangular block 61, a rubber gasket 62 is installed on the contact surface of the steel rectangular block 61 and the supporting cover 3, the rubber gasket 62 is detachable, and the rubber gaskets 62 with different thicknesses can be replaced according to the size of a gap between the supporting cover 3 and the bidirectional brake 6 after the supporting cover 3 is installed in place, so that the supporting cover 3 cannot generate larger displacement, and the supporting and fastening of the container on the deck are affected.

The open deck lid shown in fig. 17 and 18 has a total length longer than the length of the cargo hatch and is placed on top of the transverse deck wall 4.

The open deck lid includes an end floor 30, a longitudinal member 32, a first cross member 33, a second cross member 34, a cross seal 35, a container foot base 36, a lid base 37, and a base reinforcement 38. Compared with the closed cabin roof supporting cover, the open cabin roof supporting cover omits the cover plate 31, but the top of the transverse sealing plate 35 is provided with the cover plate, and the cover plate only covers the two ends of the rectangular supporting frame, the structure is similar to that of the end bottom plate 30, and the cross section of the longitudinal member 32 is in the form of I-steel. The first cross member 33, the second cross member 34, the cross seal plate 35, the container foot base 36, the support cover base 37, and the base reinforcement member 38 are constructed and arranged substantially the same as the closed deck lid support cover.

The closed cabin supporting cover shown in fig. 19-22 has a total length slightly smaller than the length of the cargo hatch and is placed on the supporting angle 7 on the wall plate of the transverse cabin wall 4.

The closed cabin interior support cover comprises an end floor 30, a cover plate 31, a longitudinal member 32, a first cross member 33, a second cross member 34, a cross closure plate 35, a container bottom base 36, a support cover base 37, a base reinforcement 38 and an end support base 39. Compared with the closed cabin roof supporting cover, the bottom of the transverse sealing plate 35 of the closed cabin inner supporting cover is additionally provided with an end supporting seat 39 for fixing the supporting cover on the supporting angle 7 of the bulkhead plate of the transverse bulkhead 4; the longitudinal section of the transverse sealing plate 35 is triangular, namely, the transverse sealing plate 35 and the end bottom plate 30 form a triangular structure, and the end supporting seat 39 is fixed at the bottom of the triangular structure. The first cross member 33, the second cross member 34, the cross seal plate 35, the container foot base 36, the support cover base 37, and the base reinforcement 38 are constructed and arranged substantially the same as the closed deck lid support.

The open cabin supporting cover as shown in fig. 23 and 24 has a total length slightly smaller than the length of the cargo hatch and is placed on the supporting angle 7 on the wall plate of the transverse cabin wall 4.

The open cabin interior support cover comprises an end floor 30, a longitudinal member 32, a first cross member 33, a second cross member 34, a cross closure plate 35, a container foot base 36, a support cover base 37, a base reinforcement 38 and an end support base 39. Compared with the closed cabin supporting cover, the open cabin supporting cover omits the cover plate 31, but the top of the transverse sealing plate 35 is provided with the cover plate, and the cover plate only covers the two ends of the rectangular supporting frame, the structure is similar to that of the end bottom plate 30, and the section shape of the longitudinal member 32 adopts an I-steel form. The first cross member 33, the second cross member 34, the cross seal plate 35, the container foot sole base 36, the support cover base 37, the base reinforcement member 38, and the end support base 39 are constructed and arranged substantially the same as the closed cabin interior support cover.

As shown in fig. 27 and 28, the open cabin interior supporting cover and the closed cabin interior supporting cover are each fixed to the supporting angle 7 of the bulkhead of the transverse bulkhead 4 by the end supporting seat 39 thereof. As shown in fig. 29, in order to prevent the support cover 3 from being displaced laterally greatly, a limit flat steel 73 is mounted on each box position on the support angle 7. The supporting angle steel 7 and the flat steel welded on the supporting angle steel form a water flowing groove 71, and a water flowing pipe 72 is arranged on the water flowing groove 71 for water drainage.

As shown in fig. 30, since the support cover 3 is provided with the support cover base 37 having the same structure as the container foot base 36, the support cover 3 can be stacked layer by layer when the support cover 3 is stored. As shown in fig. 31, the supporting cover 3 can be stacked on the container C, and particularly, when the dock is operated, the supporting cover 3 can be temporarily stacked on the supporting cover 3 or the container C in other columns, so that the workload and time for moving the supporting cover to the land are saved. Meanwhile, after the supporting covers 3 are piled up, the supporting cover bases 37 of the supporting covers 3 of each layer can be connected through fasteners such as twist locks, and when the supporting covers are lifted, a plurality of supporting covers 3 can be lifted at the same time. The supporting cover base 37 of the supporting cover 3 can be connected with the bottom seat of the container bottom of the container C through fasteners, so that the supporting cover 3 and the container C can be lifted and carried simultaneously. The simultaneous lifting of the supporting cover 3 and the container C is applied to the loading of the top container in the cargo compartment and the unloading of the bottom container on the deck, so that the workload and time for respectively lifting the supporting cover 3 and the container C can be reduced.

As shown in fig. 32, a bilge well B1 is provided in the double bottom B of the ship H, and is generally positioned at the front end of a watertight transverse bulkhead on the side of the cargo hold, and the bilge well B1 is not required to be provided at the supporting bulkhead. The bilge well B1 is used for collecting accumulated water at the bilge of the cargo hold and is pumped out by a bilge pump.

In this embodiment, in order to evaluate the influence of the CSS of the container storage system on the pile weight of the container, the on-deck container pile weight index of the CSS of the container storage system and the lashing bridge lashing system are compared and analyzed based on the ship type parameter of a 13000TEU class container ship. The 13000TEU class container ship adopts three layers of lashing bridges as an on-deck container lashing device. And selecting a container stack in the middle column of the typical cargo hold for 20ft standard container stack weight calculation comparison to obtain a stack weight calculation result shown in fig. 35.

As shown in fig. 35, the stacking weight of 20ft standard containers stacked on the deck results in a lashing bridge having a weaker stacking weight than the rail bridge. When 20ft containers are piled on the deck, if a traditional lashing bridge fastening system is adopted, lashing can only be carried out at one end of the container, and lashing rods only act on single feet of one side of the container during ship movement, the situation that the container is more dangerous than not lashing can occur, and the container is easy to distort and deform. If the container storage system is adopted, the left side and the right side of the container are limited by the guide rail frames, and the transmission of pure transverse load is possible, so that the container storage system of the invention has better stability on the loading of a 20ft container.

Fig. 36 and 37 are flowcharts of the container unbinding loading and unloading method of the present invention.

FIG. 36 is a flow chart of a container unbuckled load, specifically comprising the steps of:

step 1: the containers to be stacked in the cargo hold are lifted by a crane above the guide opening 11 of the upper rail frame 12.

Step 2: the container is positioned through the guide opening 11, and the container is placed in the cargo cabin downwards along the guide rail frame 1 after the positioning is completed.

As shown in fig. 36, there are two methods of installation of the support cover 3 and stacking of containers on the deck. First, method 1 is described:

step 3 (a): lifting the support cover 3 above the guide opening 11 of the upper guide rail frame 12 by a crane;

step 4 (a): the supporting cover 3 is positioned through the guide opening 11, and is downwards placed on the top of the transverse bulkhead 4 or the inner angle steel support 7 of the cargo hold along the upper guide rail frame 12 after positioning;

step 5 (a): lifting the container above the guide opening 11 of the upper guide rail frame 12 by a crane;

step 6 (a): the container is positioned through the guide opening 11, and is placed on the supporting cover 3 downwards along the upper guide rail frame 12 after the positioning is completed, and the container is fastened through the fastening piece.

As shown in fig. 36, the method 2 of installing the support cover 3 and stacking containers on the deck is as follows:

Step 3 (b): lifting and fixing m (m is an integer, and is determined according to the maximum lifting tonnage of the crane) layers of containers on the supporting cover 3 by a crane;

step 4 (b): lifting the supporting cover 3 stacked with m layers of containers above the guide opening 11 of the upper guide rail frame 12 by a crane;

step 5 (b): the supporting cover 3 and the container are positioned through the guide opening 11, and the supporting cover 3 is placed downwards along the upper guide rail frame 12 after positioning is finished until the supporting cover 3 falls on the top of the transverse bulkhead 4 or the supporting angle steel 7 in the cargo hold;

step 6 (b): the remaining containers to be stacked on the deck are lifted above the guide openings 11 of the upper guide rail frame 12 by a crane, positioned by the guide openings 11, then placed down on the m layers of containers along the upper guide rail frame 12, and fastened by fasteners.

As shown in fig. 37, which is a flow chart of container unloading operations, there are two methods for unloading containers. First, method 1 is described:

step 1 (a): lifting up along the upper rail frame 12 by a container on the crane frame deck;

step 2 (a): lifting the support cover 3 upwards along the upper guide rail frame 12 by a crane;

step 3 (a): the container in the cargo hold is lifted up along the rail frame 1 by a crane.

As shown in fig. 37, the container unloading operation method 2 is as follows:

step 1 (b): lifting a plurality of layers of containers on the top of the deck upwards along the upper guide rail frame 12 by a crane;

step 2 (b): lifting the remaining bottom few layers of containers up along the upper rail frame 12 together with the supporting cover 3 by means of a crane;

step 3 (b): the container in the cargo hold is lifted up along the rail frame 1 by a crane.

Compared with the method 1, the loading and unloading operation method 2 shown in fig. 36 and 37 can reduce the operation of lifting and placing down the one-step crane above the upper guide rail frame, and is more convenient and time-saving.

In the conventional container ship for lashing containers by using a lashing bridge as shown in fig. 33 and 34, after a crane lifts a container to a designated position, a wharf worker is required to manually connect lashing bars to the container and the lashing bridge according to the requirement of a lashing manual, the lashing work is complex and complicated, the number of lashing bars required to be lashed by a whole ship is thousands, and more manpower and time are consumed.

In this embodiment, all the cargo holds of the whole ship adopt the structural design of the storage system, the upper guide rail frames 12 are preloaded on the guide rail bridge 2 and welded to the ship body structure together in the final assembly stage, the lower guide rail frames 13 are welded to the transverse bulkhead 4 in the ship body segmentation stage, and the guide rails of the upper guide rail frames and the lower guide rail frames are aligned in the front-back and left-right directions.

The foregoing description of the preferred embodiments of the invention 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 invention.

Claims (10)

1. A lashing-free container ship, characterized in that a full cargo hold area or certain cargo hold areas of the container ship are provided with a container storage system, and containers are loaded in cargo holds or above a deck through the container storage system and are limited and supported through the container storage system so as to realize lashing-free fixation; the container storage system comprises a guide rail frame (1), a guide rail bridge (2) which is matched with the guide rail frame (1) to guide a container to be quickly in-orbit loaded and unloaded along a formed continuous track and carry out limit support on the loaded container, and a support cover (3) which is arranged in the continuous guide rail and is used for enabling the container above an weather deck to be stacked on the support cover;

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), 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) 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 guide rail frame (1) is arranged at the position of each vertical member (21) so that a continuous track which extends upwards to the upper part of the open-air deck from the interior of the cargo hold is formed between two adjacent vertical members (21) and the guide rail frames (1), each vertical member (21) is fixed with the part of the corresponding guide rail frame (1) which is positioned above the deck through a connecting piece (5), and the part of the guide rail frame (1) which is positioned in the cargo hold is fixed with the transverse bulkhead (4) through the connecting piece (5);

The two ends of the supporting cover (3) are respectively fixed with the transverse bulkhead (4) at the corresponding side.

2. The lashing-free container ship according to claim 1, characterized in that the rail frame (1) comprises 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 a transverse bulkhead top plate, the upper end of the upper rail frame extends upwards by T standard containers to be high, T is more than or equal to 1, and T is an integer, the top of the upper rail frame (12) is provided with a guide opening (11), the cross section of the guide opening (11) is in a T shape, the cross section size of the guide opening is gradually increased from bottom to top, and guide opening reinforcements (14) are arranged in gaps between the guide opening (11) and the vertical member (21) and between the top of the upper rail frame (12) and the vertical member (21);

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. Lashing-free container ship according to claim 1, characterized in that the vertical members (21) are vertical girders passing vertically through each layer of horizontal platform (24), the vertical girders being provided with panels at the front and rear ends and the upper ends of the front and rear panels being connected to the corresponding lateral transverse stiffening plates (23) by means of transition arcs, the front and rear panels of the vertical girders being connected to the upper guide rail frame (12) by means of connecting elements (5);

When the space width between the left and right adjacent vertical trusses is 2 or more container boxes, a horizontal section bar (22) is arranged at a height position where a horizontal platform (24) is not arranged but is required to be connected with the upper guide rail frame (12), the horizontal section bar (22) is parallel to the horizontal platform (24) and is fixed on the front panel and the rear panel of the vertical trusses (21), and the horizontal section bar (22) is connected with the upper guide rail frame (12) through a connecting piece (5).

4. Lashing-free container ship in accordance with claim 1, 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 having their upper ends fixed to transverse stiffening plates (23), the uprights being connected to each level of horizontal platform (24) by stiffening toggle plates (26), the uprights and horizontal platforms (24) being connected to the upper rail frame (12) by means of connecting elements (5);

the uprights include full-height uprights extending from the top of the transverse bulkhead (4) all the way up to the top of the rail bridge (2), and half-height uprights extending from a certain level of horizontal platform up to the top of the rail bridge (2).

5. The lashing-free container ship according to claim 4, characterized in that a shear wall (27) is further arranged between any two full-height columns, and a plurality of vertical reinforcing ribs (29) with unequal lengths are further arranged on the shear wall (27).

6. Lashing-free container ship according to claim 4, characterized in that the rail bridge (2) is further provided with a plurality of groups of diagonal braces (28), each group of diagonal braces consists of two symmetrical diagonal tubes, the upper ends of the two diagonal tubes are fixed on the upright in a crossing manner at a height position which is flush with one of the horizontal platforms, 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).

7. Lashing-free container ship according to claim 1, characterized in that the supporting cover (3) comprises a supporting frame, transverse closing plates (35) arranged at the front and rear ends of the supporting frame, supporting cover bases (37) arranged at the four corners of the bottom of the supporting frame, and container foot bases (36) and base reinforcements (38) arranged in groups, the container foot bases (36) and base reinforcements (38) being arranged in intermediate positions on both sides of the supporting frame and above the supporting cover bases (37);

the supporting frame is of an unsealed rectangular structure with an upper end opening and a lower end opening, and the unsealed rectangular structure is composed of an end bottom plate (30), a left longitudinal member (32) and a right longitudinal member (32) which are arranged between the end bottom plates (30) and are welded with the end bottom plates (30), and a first transverse member (33) which is arranged at the front end and the rear end of the two longitudinal members (32) and in the middle, and a second transverse member (34) is arranged at the outer side of the longitudinal member (32);

The middle of the transverse sealing plate (35) is provided with a limiting groove, the supporting cover (3) is fixed through a bidirectional braking device (6) clamped in the limiting groove, and the bidirectional braking device (6) is welded and fixed at the top of the transverse bulkhead (4).

8. Lashing-free container ship according to claim 7, characterized in that the support cover further comprises a cover plate (31) covering the support frame and the transverse closing plates (35), the cover plate (31) being provided with a rectilinear beam arch with an inclination angle of 0.5 ° -8 °; rainwater on the cover plate (31) flows along the linear beam arch of the cover plate to the top plates of the transverse bulkheads (4) on the front side and the rear side, and then is discharged out of the side water holes along the top plates of the transverse bulkheads (4).

9. Lashing-free container ship according to claim 1, characterized in that the supporting cover (3) comprises a supporting frame, transverse closing plates (35) arranged at the front and rear ends of the supporting frame, supporting cover bases (37) arranged at the four corners of the bottom of the supporting frame, and container foot bases (36) and base reinforcements (38) arranged in groups, the container foot bases (36) and base reinforcements (38) being arranged in intermediate positions on both sides of the supporting frame and above the supporting cover bases (37);

the supporting frame is of an unsealed rectangular structure with an upper end opening and a lower end opening, and the unsealed rectangular structure is composed of an end bottom plate (30), a left longitudinal member (32) and a right longitudinal member (32) which are arranged between the end bottom plates (30) and are welded with the end bottom plates (30), and a first transverse member (33) which is arranged at the front end and the rear end of the two longitudinal members (32) and in the middle, and a second transverse member (34) is arranged at the outer side of the longitudinal member (32);

The longitudinal section of the transverse sealing plate (35) is triangular, and the inclined plane of the transverse sealing plate is inclined at an angle of 3-15 degrees; the bottom of the transverse sealing plate (35) is provided with a supporting seat (39) for fixing the supporting cover on the supporting angle steel (7) of the transverse bulkhead (4).

10. Lashing-free container ship according to claim 9, characterized in that the supporting cover (3) further comprises a cover plate (31) covering the supporting frame and the transverse closing plates (35), the cover plate (31) being provided with a rectilinear beam arch with an inclination angle of 0.5 ° -8 °; rainwater on the cover plate (31) flows along the linear beam arch of the cover plate to the top plates of the transverse bulkheads (4) on the front side and the rear side, and then is discharged out of the side water holes along the top plates of the transverse bulkheads (4).