CN212921866U - Semi-submersible type multifunctional transport dismounting ship - Google Patents

Abstract

The utility model discloses a multi-functional transportation dismouting ship of semi-submerged formula, it includes the midship bow portion of the bow extension body of narrow style, wide style and the stern portion of catamaran formula, the stern portion is connected with the one end of midship bow portion, the other end of midship bow portion with for the bow extension body coupling of narrow body of midship bow portion, the stern portion is the catamaran structure, be the dead slot region between two hulls of stern portion. The utility model has the advantages that: the multifunctional transport and disassembly ship can solve the contradiction of transportation and disassembly and assembly suitability and can also consider economic cost. The semi-submersible multifunctional transportation dismantling ship can meet the requirements of transportation of ultra-long and ultra-wide large equipment such as floating production and storage oil ships and the like in function, and can also engage in special operations such as floating support installation, offshore platform dismantling and the like. The ship type has the advantages of large target market, wide range of goods applicability and strong market risk resistance.

Description

Semi-submersible type multifunctional transport dismounting ship

Technical Field

The utility model relates to a semi-submerged ship technical field specifically is a have multi-functional transportation dismouting ship of semi-submerged formula of function of dismantlement of installation concurrently.

Background

A large four-island semi-submersible ship is a special marine ship specially used for transporting super-long and super-heavy large equipment such as floating production oil storage ships, offshore oil drilling platforms, large ships and submarines and the like. When the large-scale four-island semi-submersible ship works, the main deck is immersed to 10-30 meters below the water surface by controlling the ballast water of the ship body, and only the bow buildings and the buoyancy tanks positioned on the four corners are exposed. And then when goods to be transported are dragged above the loading deck, starting a large-scale air compressor or a load adjusting pump, and discharging the ballast water of the semi-submersible hull out of the hull, so that the hull and the loaded goods on the deck float out of the water. After the binding and fixing, the goods can be transported to the appointed place. The existing large-scale four-island semi-submersible vessel is designed to have a deck width generally exceeding 60 meters in order to meet the ultra-wide ship-shaped structure of loading floating production and storage tanker and the like. The design of the large ship width meets the requirement of transporting an ultra-wide structure, and simultaneously limits the market of the large ship width in the fields of offshore floating and supporting installation (generally requiring the ship width to be less than 45 meters) and disassembly.

The catamaran type dismantling and assembling ship is a large-scale special operation ship for offshore dismantling and assembling. The catamaran type dismantling vessel can be composed of two independent vessels through a temporary reinforcing and connecting structure, and can also be an integral catamaran type with a catamaran part fixed. The catamaran type disassembling and assembling ship is characterized in that a large empty groove area is arranged between the catamarans and used for disassembling and assembling operation. The large permanent catamaran type dismantling vessel has the disadvantages of high equipment cost, strong dependence on a dismantling market and low market risk resistance.

SUMMERY OF THE UTILITY MODEL

The utility model aims at the not enough of above-mentioned current ship type existence, provide one kind can enough solve the contradiction of transportation and dismouting suitability, can compromise the multi-functional transportation dismouting ship of semi-submerged formula of economic cost consideration again. The semi-submersible multifunctional transportation dismantling ship can meet the requirements of transportation of ultra-long and ultra-wide large equipment such as floating production and storage tankers and the like in function, can also engage in special operations such as floating support installation, offshore platform dismantling and the like, and has the advantages of large ship-shaped target market, wide cargo range, strong market risk resistance and the like.

In order to achieve the above object, the present invention provides the following technical solutions: the semi-submersible multifunctional transportation dismounting and mounting ship comprises a midship bow part and a stern part, wherein the stern part is connected with one end of the midship bow part, the stern part is of a catamaran structure, and a dead slot area is arranged between the two ship bodies and used for dismounting and mounting operation so as to meet different cargo transportation requirements.

The other end of the bow of the midship is connected with a bow extension body which is narrow relative to the bow of the midship, and the bow extension body can enter the goods loading shelf to carry out floating support dismounting operation, so that the mounting and dismounting operation is facilitated.

The utility model organically combines the four-floating-island type diving buoyancy layout design with three module designs of a catamaran stern part, a wide midship bow part and a narrow bow part extension body, so that the contradiction of different operation functions to the main dimension requirement of the ship is met; the floating type ship bow can transport ultra-long and ultra-wide large equipment such as a floating type production and storage ship, and can also use a narrow bow to carry out floating support dismounting operation and a tail double-body structure to carry out special operations such as offshore platform dismounting.

At least one movable buoyancy tank is arranged on the bow of the midship. The stern is provided with at least two buoyancy tanks, and the buoyancy tanks are respectively arranged at the side edges of the deck of the ship body at two sides of the empty groove area.

Two buoyancy tanks are arranged on the side edge of the deck of each ship body at the stern. Thus, 5 mobile pontoons can be provided on open decks. The buoyancy tanks can be moved to any place of the open deck and can be fixed on the deck of the ship body by welding or anchoring.

The bow sealing plate of the bow extension body is of a plane structure, and is favorable for abutting against an operation wharf, goods to be loaded can be loaded on a ship deck in a sliding mode, and the loading is extremely simple and convenient.

The tail shrouding of stern portion is planar structure, is favorable to leaning on the operation pier, and the goods of waiting to load ship can load the boats and ships deck through the mode of sliding, and it is extremely simple and convenient to load.

The buoyancy tank is composed of a lower buoyancy module and an upper mooring module, and the lower buoyancy module is connected with the upper mooring module through a bolt. And a simple control room is arranged in the upper mooring module and is used for observing and controlling the berthing operation.

The buoyancy tank can be communicated with a power cable channel in the main hull pedestrian channel through a power cable junction box arranged in the buoyancy tank, so that the main hull supplies power to an upper mooring module and a control room on the buoyancy tank, and signal communication is realized.

A streamline transition outer plate is arranged in a transition area of a bow part of the midship so as to reduce navigation resistance.

The transition area is provided with internal transverse strong truss materials, longitudinal aggregate materials, internal longitudinal strong truss materials, internal longitudinal bulkheads and internal liquid tank decks.

An arc transition plate is arranged in a transition area between the bow part of the midship and the inner groove of the stern part of the midship, and the arc transition plate is in smooth transition connection with an arc transition outer plate at the stern part of the midship so as to reduce structural stress concentration.

And a streamline transition outer plate is arranged on the control room outer floating support structure.

The empty groove area can be filled by a detachable deck filling structure, so that a tail deck and a main deck of a midship bow form a complete whole, the effective deck area is increased, and cargo arrangement and bearing stress are facilitated.

The removable deck filling structure may be an assembled filling structure or a unitary filling structure.

The assembled filling structure comprises a plurality of filling type beam spanning units, beam spanning unit panels and beam spanning unit webs, wherein the beam spanning unit panels are welded into a whole through the beam spanning unit webs of the reinforcing members in the filling type beam spanning units.

The integral filling structure of the ship body in the empty groove area at the tail part is integrally prefabricated before filling, and is connected with the tail inner groove outer plate through a connecting and fixing component in a welding or riveting mode.

The buffer positioning module is arranged on the side wall of the empty groove area ship body at the tail part of the ship and comprises a fender, a transverse fender and a longitudinal fender.

The transverse fender comprises a transverse fender base, a transverse fender and guide fenders, the transverse fender base is welded in an inner groove in the side wall of a ship body, the transverse fender is fixed on the transverse surface of the transverse fender base, and the guide fenders are respectively fixed on two sides of the transverse fender base; the transverse fender comprises a transverse fender panel, a transverse fender elastic body and a transverse fender base, wherein the transverse fender base is fixed on the transverse fender base through welding or riveting, the transverse fender panel is fixed on the transverse fender base, and the transverse fender elastic body is arranged between the transverse fender panel and the transverse fender base.

The utility model discloses a semi-submersible multifunctional transport assembly and disassembly ship, which comprises a catamaran stern, a wide midship bow and a narrow bow extension body, wherein the structure above a main deck adopts a four-island submersible buoyancy layout; the control room is arranged at the starboard side of the bow of the midship and near the front position, and the deck is provided with 5 movable floating boxes. During submergence operation, the buoyancy tanks are fixed on the main deck through welding or anchoring connection and are respectively arranged on a port board, a stern port board and a starboard in the front of the bow of the midship of the main deck to form a four-island buoyancy arrangement structure so as to meet the requirements of submergence stability and reserve buoyancy. The bow of the midship of the ship body adopts a wide body design and the width of the ship meets the design target of transporting large floating production oil storage tankers; the bow extension body is designed in a narrow body mode, so that the requirement of a floating support installation function is met as a design standard; the stern adopts the catamaran formula design to satisfy marine dismouting operation demand as the design objective. The whole part below the load line of the bow extension body is in a streamline design so as to reduce the navigation resistance, and the ship bottom outer plate of the bow extension body adopts a forward-leaning design so as to improve the navigation rapidity of the ship under the light-load working condition. The bow extension body and the area of the stern close to the main deck adopt bow sealing plates and stern sealing plates, when the wharf is loaded, besides side leaning, two longitudinal berthing modes of the bow leaning against the wharf and the stern leaning against the wharf can be used for supporting the ship loading operation. The linear forward-leaning design of the lower part of the bow extension body reduces the requirement on the water depth of a wharf when the bow of a midship leans against the wharf. The movable buoyancy tank adopts a split type design, the bottom is of a buoyancy structure, the upper part is of a mooring module, and the movable buoyancy tank and the mooring module are fixedly connected through welding or riveting. The two can be selected to be combined or separated according to the working condition and the requirement. A simple control room is designed on the part above the buoyancy structure of the movable buoyancy tank on the port of the midship bow and below the mooring module, and meanwhile, the control room can be used for observing and controlling ships on the port. The movable flotation tank bottom buoyancy structure of stern portion is based on the design of dive flotation tank, according to the structural design requirement design of loop wheel machine base, and follow-up can regard as the loop wheel machine base to use. The pedestrian passage in the main ship body is longitudinally arranged along the outer side of the ship body and transversely provided with three passages which are respectively positioned in a bow extension body and communicated with two sides, the front position of the bow of the midship is communicated to the bottom of the port movable buoyancy tank from the bottom of the control room, and the rear position of the bow of the midship is communicated with the left tail body and the right tail body. A plurality of cable channels leading to the main deck are arranged in the pedestrian channel, and the movable buoyancy tanks are supported to take power from the main hull and carry out signal butt joint with the main hull when moving along the outer edge range of the deck.

In order to meet the requirement of carrying cargos in a bow loading area of the midship, the transition connection part of the narrow-body bow extension body and the bow of the midship is structurally strengthened so as to strengthen structural loads caused by concentrated loading weight of the bow extension body, hydrodynamic load mutation caused by geometric changes of the bow extension body and the bow of the midship and the like.

In order to meet the requirement of the loading capacity of a midship tail loading area and the requirement of the disassembly and assembly operation of a catamaran tail, the connecting part of the catamaran tail and the midship bow is structurally strengthened so as to deal with the stress concentration of a midship transition section caused by the factors of concentrated and eccentric tail load capacity, hydrodynamic load mutation caused by the change of the geometrical shapes of the catamaran tail and the midship bow and the like. The connection part of the control room and the midship bow is structurally strengthened so as to deal with the structural load of the ship body in the transportation process of the connection part of the control room and the midship due to the factors of large weight, high center of gravity and the like.

Compared with the prior art, the beneficial effects of the utility model are that: the multifunctional transport and disassembly ship can solve the contradiction of transportation and disassembly and assembly suitability and can also consider economic cost. The semi-submersible multifunctional transportation dismantling ship can meet the requirements of transportation of ultra-long and ultra-wide large equipment such as floating production and storage oil ships and the like in function, and can also engage in special operations such as floating support installation, offshore platform dismantling and the like. The ship type has the advantages of large target market, wide range of goods applicability and strong market risk resistance.

Drawings

FIG. 1 is a perspective view of the semi-submersible multifunctional transport assembly and disassembly ship of the present invention;

FIG. 2 is a perspective view of the profile of the stem extension;

FIG. 3 is a profile side view of the bow extension;

FIG. 4 is a side view of the bow extension in operative proximity to the dock;

FIG. 5 is a side view of the stern docks;

FIG. 6 is a perspective assembly view of the portable pontoon;

FIG. 7 is a perspective view of an upper mooring module in the portable pontoon;

FIG. 8 is a top view of the power cable passage between the walkway and the main hull;

FIG. 9 is a schematic view of a connection structure of a buoyancy tank and a cable in a pedestrian passageway;

FIG. 10 is a schematic view of the connection reinforcement of the transition area between the extended body of the bow part and the bow part of the midship;

FIG. 11 is a schematic view of the transition connection strengthening of the stern and midship;

FIG. 12 is a schematic view of a support structure for a control room float;

FIG. 13 is a schematic view of an assembled filling structure in the empty slot region;

FIG. 14 is a schematic view of an overall filling structure of the empty slot region;

FIG. 15 is a cross-sectional view of a conventional rib site of the hull broadside configuration;

FIG. 16 is a cross-sectional view of a strong rib position of a hull broadside configuration;

FIG. 17 is a schematic view of a fender system layout;

FIG. 18 is a schematic perspective view of a lateral fender;

FIG. 19 is a perspective view of the demolition work to the disassembled position;

figure 20 is a perspective view of a large floating production storage tanker;

FIG. 21 is a perspective view of the carrying column platform;

FIG. 22 is a perspective view of a loaded semi-submersible production platform;

FIG. 23 is a perspective view of the disassembly and assembly operation of the stem extension body floating support;

FIG. 24 is a view showing the disassembled and assembled state of the tail double-body floating support.

Wherein, 1 is a bow extension body, 2 is a bow of a midship, 3 is a stern, 4 is a control chamber, 5 is a control chamber floating support structure outside, 6 is a movable buoyancy tank, 7 is a bow closing plate, 8 is a bottom outer plate of the bow extension body, 9 is molded lines on two sides of the bow extension body, 10 is an operation dock, 11 is goods to be loaded, 12 is a support frame, 13 is a tail closing plate, 14 is a lower buoyancy module, 15 is an upper mooring module, 16 is a simple control chamber, 17 is a winch, 18 is a guide cable pile, 19 is a Panama guide cable hole, 20 is a four-column type guide cable pile, 21 is a buoyancy tank, 22 is a two-column type cable pile, 23 is an assembly bolt, 24 is a buoyancy tank power cable channel, 25 is a pedestrian channel, 26 is a main hull cable channel, 27 is a cable junction box, 28 is a main deck, 29 is a midship transition outer plate, 30 is an internal transverse strong lifting lug, and 31 is a longitudinal rib material, 32 is an internal longitudinal strong truss, 33 is an internal longitudinal bulkhead, 34 is an internal liquid tank deck, 35 is an arc transition plate, 36 is an internal strong rib plate, 37 is an internal rib, 38 is a midship tail arc transition outer plate, 39 is a transverse main truss, 40 is a streamline transition outer plate, 41 is a ship hull side outer plate, 42 is a midship bow main deck, 43 is an assembled filling structure, 44 is a filling type span beam unit, 45 is a span beam unit panel, 46 is a span beam unit web, 47 is a span beam unit internal reinforcing member, 48 is a tail inner groove outer plate, 49 is an integral filling structure, 50 is a connecting and fixing member, 51 is a floating production oil storage tanker, 52 is a column type platform, 53 is a semi-submersible production platform, 54 is a floating support assembly and disassembly upper module, 55 is an upper module support frame, 56 is a floating support installation butt joint buffer device, 57 is a deck, and 58 is a conduit bracket; 101 is a shell, 102 is a deck, 103 is two decks, 104 is a double-layer bottom, 105 is a longitudinal bulkhead, 106 is a box-shaped unit, 107 is a broadside stringer, 108 is a rib, 109 is an anti-roll gusset, 110 is a gusset, 111 is an arc gusset, 112 is a solid web, 113 is a horizontal stiffener, 114 is a vertical stiffener, 115 is a strong rib, 116 is a stringer, 117 is a beam, 118 is a rib, 119 is a deck stringer, 120 is a broadside longitudinal fender structure, 121 is an inter-deck stringer, 122 is an inner bottom plate, 221 is an adaptive dismantling support arm, 224 is a fender, 222 is a transverse fender, 223 is a longitudinal fender, 225 is a transverse fender panel, 226 is a transverse fender elastic body, 227 is a transverse fender base, 228 is a transverse fender base, 229 is a guide fender base, and 230 is a guide fender.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

The utility model discloses below the 1 load line of the bow extension body whole be streamlined design, in order to reduce the navigation resistance, 1 bilge planking of the bow extension body has adopted the design of type that leans forward, has reduced the bow and has leaned on the requirement of pier depth of water when pier, with the navigation rapidity that improves under the light load operating mode. The bow extension body 1 and the stern 3 are adjacent to the main deck area and adopt a flat bow sealing plate 7 and a tail sealing plate 13 structure for supporting the operation of longitudinally leaning against the wharf.

The utility model adopts the design of the movable buoyancy tank 6, and the position of the buoyancy tank can be adjusted on the outer edge of the whole deck according to the requirement; the movable buoyancy tank 6 adopts a split type design, and the bottom of the movable buoyancy tank is a buoyancy structure which can be used as a crane base; the top is an upper mooring module having a simple control room therein for maneuvering the vessel in an area outside the control room.

The pedestrian passageway design corresponds to the possible moving position of the movable floating box 6 on the main deck, a plurality of cable channels leading to the main deck are arranged in the pedestrian passageway design, and when the movable floating box 6 moves in the outer edge range of the deck, electricity is taken from the main hull and signal butt joint is carried out on the main hull.

In order to deal with the strong structural load of the ship body brought by various working conditions, the key connecting parts are designed in a reinforcing way. Wherein the connecting part of the bow extension body 1 and the bow part 2 of the midship, the connecting part of the catamaran tail 3 and the bow part 2 of the midship and the connecting part of the control room and the bow part 2 of the midship are reinforced. The reinforced designs effectively improve the structural capacity of the ship body; support the structure of overall structure overall arrangement realizes.

Two detachable deck filling structures, namely an assembled filling structure and an integral filling structure, are arranged in an empty groove area between the catamaran structures at the stern part 2, so that the operation capacity of the semi-submersible type transport ship is expanded.

The semi-submersible multifunctional transport and assembly ship comprises a narrow bow extension body 1, a wide midship bow 2 and a catamaran stern 3, wherein the stern 3 is connected with one end of the midship bow 2, as shown in fig. 1. The stern 3 and the midship bow 2 can be detachably connected, so that the flexibility of using the midship bow 2 and the stern 3 is improved. The other end of the midship bow 2 is connected with a bow extension body 1 which is narrow relative to the midship bow 2. This results in a combination of detachable connection of the bow extension 1 and the stern 3 to the front and rear part of the midship bow 2, respectively. The stern part 3 is of a catamaran structure and can be composed of two floating island type submersible ship bodies, and a dead slot area is arranged between the two ship bodies of the stern part 3 and used for dismounting operation so as to meet different cargo transportation requirements. A control chamber 4 is arranged at the starboard side of the bow 2 of the midship in the front direction, and the control chamber 4 is arranged on an outer floating support structure 5 of a deck of the bow 2 of the midship, so that the deck cargo space of the bow 2 of the midship can be effectively expanded. At least one movable buoyancy tank 6 is arranged on the bow part 2 of the midship. The stern 3 is provided with at least two buoyancy tanks 6, and the buoyancy tanks 6 are respectively arranged at the side edges of the deck of the ship body at two sides of the empty groove area. Preferably, the stern 3 is provided with two buoyancy tanks 6 at the side edge of the deck of each hull. A movable and detachable type movable structure is arranged between the buoyancy tanks 6 and the deck, so that 5 movable buoyancy tanks 6 can be arranged on the open deck. The buoyancy tank 6 is movably and detachably fixed at any position of the open deck and can be fixed on the deck of the ship body in a welding or anchoring mode. The hull deck is provided with 5 movable buoyancy tanks 6 which form a four-island type diving buoyancy layout with the control room 4. The movable floating boxes 6 are respectively arranged on the port side, the tail port side and the starboard side of the bow 2 of the main deck midship during diving operation, and can meet the requirements of diving stability and reserve buoyancy. The utility model is an organic combination of four-floating island type diving layout design and three module designs of a narrow body type bow extension body 1, a wide body type midship bow 2 and a catamaran tail 3, which makes the design meet the contradiction of different operation functions to the main scale requirement of the ship; the floating type ship bow can transport ultra-long and ultra-wide large equipment such as a floating type production and storage ship, and can also use a narrow bow to carry out floating support dismounting operation and a tail double-body structure to carry out special operations such as offshore platform dismounting.

As shown in fig. 2 and 3, the bow extension body 1 is provided with a bow sealing plate 7, and the bow sealing plate 7 is of a planar structure, so that the bow extension body 1 can be conveniently berthed on a wharf. The bottom outer plate 8 of the bow extension body 1 is arranged in a forward inclining mode, the forward inclining range of the bottom outer plate 8 is 2-4 meters, the sailing rapidity under the light-load working condition of the ship is improved, and the requirement on the wharf water depth when the bow extension body 1 leans against the wharf is lowered. The molded lines 9 on the two sides of the bow extension body 1 are designed by using wave-splitting flow lines, so that the navigation resistance is reduced.

When the bow extension body 1 is used for loading, as shown in fig. 4, the bow sealing plate 7 of the bow extension body 1 can be close to the operation wharf 10, the goods 11 to be loaded can be moved on the deck of the bow extension body 1 through the slide way or the goods supporting frame 12, and the goods 11 to be loaded are extremely convenient to load.

The stern portion 3 is provided with a tail seal plate 13, and the tail seal plate 13 is of a plane structure so as to be beneficial to loading the cargo 11 to be shipped by the stern portion 3. When the stern part 3 is used for loading, as shown in fig. 5, the stern part 3 is a stern closing plate 13 which can be close to the operation wharf 10, the cargo 11 to be loaded can be moved on the deck or the empty slot area of the stern part 3 through a slide way or a cargo supporting frame 12, and the loading of the cargo 11 to be loaded is extremely simple and convenient.

The utility model discloses when semi-submersible type multifunctional transportation dismouting ship's bow extension body 1, stern 3 and midship bow 2 lean on the pier operation, benefit from the flat design structure of bow shrouding 7 and tail shrouding 13, when pier loading operation, except traditional side direction shipment, still can allow bow extension body 1 to lean on to berth vertical loading and the afterbody to lean on to berth vertical loading.

The buoyancy tank 6 is shown in fig. 6 and 7, and is composed of a lower buoyancy module 14 and an upper mooring module 15, and the lower buoyancy module 14 and the upper mooring module 15 may be fixedly connected by bolts. Buoyancy tank lugs 21 are provided at four corners of the upper portion of the lower buoyancy module 14, and a power cable passage 24 is provided at the upper portion. Wherein, establish simple and easy control room 16 in upper portion mooring module 15, simple and easy control room 16 sets up a plurality of observation windows for observe the environment, so that adjust control parameter according to actual environment condition. The upper mooring module 15 is further provided with a mooring winch 17, a fairlead 18, a panama fairlead hole 19, a four-column fairlead 20, a buoyancy tank lifting lug 21, an assembling bolt upper structure 22 and the like. The lower buoyancy module 14 provides buoyancy during submergence and is fixedly connected to the main deck by bottom welding or riveting. The lower buoyancy module 14 comprises an assembly bolt lower structure 23 and a power cable channel 24, the assembly bolt lower structure 23 is fixedly connected with the upper mooring module 15 through a bolt, and the power cable channel 24 is communicated with a simple control room 16 arranged in the upper mooring module 15, so that the main hull is connected with the upper mooring module 15 in an electric power and signal mode.

As shown in fig. 8 and 9, the manway of the main hull is provided with a vertical power cable channel 26 leading to the main deck, the vertical power cable channel 26 is communicated with the power cable channel 24 of the buoyancy tank 6, and the design that the main hull is communicated with the buoyancy tank 6 through the power cable channel 26 allows for power supply and signal communication of the buoyancy tank 6 at the main possible position of the main deck 28 during diving operation. The walkway 25 communicates with the vertical power cable channel 26 to facilitate power supply and maintenance operations. The buoyancy tank 6 is connected with a cable in the pedestrian passageway 25. A vertical power cable channel 26 in the walkway 25 communicates with the power cable channel 24 in the cable connection box 27 of the buoyancy tank 6 for supplying power and signal communication to the upper mooring module 15 and the simple control room 16 of the buoyancy tank 6.

As shown in fig. 10, an arc transition outer plate 29 is arranged in the transition area of the midship bow 2 to reduce the navigation resistance. The transition zone is internally provided with transverse stiffeners 30, longitudinal stiffeners 31, internal longitudinal stiffeners 32, internal longitudinal bulkheads 33 and internal tank decks 34 to reinforce the structure. Wherein the internal transverse stringers 30 are transverse primary stiffeners cross-connecting the outer plates, deck plates, longitudinal bulkheads and internal longitudinal stringers 32 for forming a stiffened frame structure supporting the deck plates. The internal longitudinal bulkhead 33 is an extension of the bulkhead of the mid-body structure, and serves as both a partition of the cabin and the longitudinal most important reinforcement member, and is cross-connected with the internal transverse stiffeners 30 to form a reinforced frame structure. The internal longitudinal stringers 32 are the main longitudinal stiffeners and are arranged between the two transverse stringers and directly connected to the main deck, improving the deck load carrying capacity. The longitudinal aggregate 31 is an extension of the longitudinal bone of the midbody structure, is arranged between two internal transverse strong beams, is vertically arranged on the top of the internal strong beams, and is a longitudinal reinforcing member.

As shown in fig. 11, an arc transition plate 35 is arranged in the transition area of the internal groove of the midship bow 2 and the midship tail 3, and the arc transition plate 35 is in smooth transition connection with an arc transition outer plate 38 of the midship tail 3 to reduce structural stress concentration. The arc-shaped transition plates 35 are respectively arranged at the strong structure along the vertical direction from the main deck to the bottom plate of the ship. The interior of the internal groove transition region is additionally reinforced by internal ribs 36 and ribs 37. The internal strength rib plates 36 are main transverse reinforcing members of the inner groove transition area, are transversely and vertically arranged, are directly connected with the outer plate and the arc transition plate 35, and improve the local strength while supporting the arc transition plate 35. The manhole is arranged in the middle of the internal strong rib plate 36, so that people can conveniently go in and out for maintenance and inspection. The internal ribs 37 are arranged transversely and vertically, are transition region transverse reinforcing members, and are directly connected with the outer plate and the arc transition plate 35, so that the local strength is improved. The longitudinal skeleton 31 is a longitudinal reinforcing member, is vertically arranged in the longitudinal direction, is a continuation of the longitudinal bone, and is terminated at the edge of the arc-shaped transition plate 35. Internal strength rib plates 36 and arc transition plates 35 are arranged on the deck, the second deck, the inner bottom plate, the bottom plate and the like to improve the local strength.

As shown in fig. 12, a streamline transition outer plate 40 is provided on the outer floating support structure 5 of the control room. The transverse main truss 39 is locally arranged and reinforced in the transverse direction of the flow linear transition outer plate 40. Transverse stringers (30) are provided inside the main hull to improve structural strength. The transverse main girder 39 and the transverse strong girder 30 are butted to form a transverse integral reinforcement structure. The longitudinally densified longitudinal aggregate 31 is a longitudinal reinforcing member disposed between two transverse main webs 39 vertically at a top position to improve local strength. The transverse main truss 39, the longitudinal aggregate 31, the outward-floating streamline transition outer plate 40 and the ship board side outer plate 41 form an integral bearing frame structure, and the load of the local structure of the ship caused by the factors of large weight, high gravity center and the like of the control room 4 is met.

As shown in fig. 13, an assembled filling structure 43 is disposed in a cavity area between two hulls of the stern portion 3, the assembled filling structure 43 includes a plurality of filled type span beam units 44, span beam unit panels 45 and span beam unit webs 46, the span beam unit panels 45 are welded with the span beam unit webs 46 through internal reinforcing members 47 of the filled type span beam units 44 to form a whole, and after the whole prefabrication on the shore is completed, the whole is connected with the hulls of the catamaran stern portion 3 through welding or anchoring. The bottom of the web 46 of the beam-spanning unit is designed in an arc line shape, the arc radius is between 20 and 200 meters according to different designs of the bearing capacity of the beam-spanning unit, and when the unit bears vertical load, the stress flow in the structure is smooth. The web 46 of the span beam unit is opposite to the transverse strong truss material 30 in the stern part 3 in the transverse position, so that the stress can be effectively transmitted to the hull strong structure.

As shown in fig. 14, the integral filling structure 49 of the empty groove area of the stern portion 3 is integrally prefabricated before filling, and is connected with the inner groove outer plate 48 of the stern portion 2 by welding or riveting through the connecting and fixing member 50. Similar to the assembled filling structure 43, the transverse and longitudinal strong structures inside the integral filling structure 49 and the positions of the transverse strong truss 30 and the longitudinal strong truss 32 of the main hull are considered in an integral layout, so that the stress of the filling structure can be effectively transmitted to the hull strong structure finally.

When the semi-submersible multifunctional transport dismantling and assembling ship is operated as a semi-submersible transport ship for a long time, the empty groove area between the structures of the catamaran at the tail part of the ship can be filled by using a dismountable deck filling structure, so that the tail deck and the main deck at the bow part of the midship form a complete whole, the effective deck area is enlarged, and the cargo arrangement and bearing stress are facilitated. The assembled filling structure mainly aims at filling the space of the deck, the deck has relatively low bearing capacity, but the construction weight of a single piece is small, and the construction requirement is low. The assembled filling structure is designed to be an open structure without an underwater floating body. The integral filling structure has high construction speed, and can be designed into a closed structure according to requirements, thereby providing buoyancy and improving the bearing capacity. The design of the semi-submersible multifunctional transport assembly and disassembly ship reserves a ballast system interface of a stern double-body part and a ballast cabin of an integral filling structure.

In order to increase the overall bearing capacity, improve the side bearing capacity, save the construction period and reduce the cost, the utility model discloses hull side structure, as shown in fig. 15 and 16, it includes hull shell 101, main deck 102, deck 103, double-layer bottom 104, longitudinal bulkhead 105 and box unit 106. The double-layer bottom 104 is connected with the bottom of the hull shell 101, the main deck 102 is arranged at the upper part of the hull shell 101, and the two decks 103 are arranged below the main deck 102. In the cabin, a longitudinal bulkhead 105 is arranged between the double-layer bottom 104 and the second deck 103, the box-type unit 106 is connected with the top of the hull shell 101, the upper part and the lower part of the box-type unit 106 in a common rib position are respectively provided with a cross beam 117 which is respectively connected with the main deck 102 and the second deck 103, and the left side and the right side between the two cross beams 117 are respectively provided with a rib plate 118 for connection and support. The box-type unit 106 is provided with a manhole on the longitudinal girder 121 between decks near the midship, so that people can conveniently go in and out for inspection, maintenance and the like. Inboard of the hull shell 101 are provided side ribs 108 for strength. The side ribs 108 are connected with a lower cross beam 117 of the box-shaped unit 106, and the bottoms of the side ribs 108 are connected with the double-layer bottom 104; the spacing between adjacent broadside ribs is between 600 and 800 millimeters. The hull shell 101 is provided with a plurality of side wales 107 arranged horizontally from top to bottom, and two ends of the side wales 107 extend to the bow and the stern respectively to enhance the total longitudinal strength, and meanwhile, the side wales can be used for supporting the side ribs 108 arranged vertically. And a side stringer 107 which is horizontally arranged is arranged between every 3 side ribs, and two ends of the side stringer 107 are connected with watertight bulkheads and respectively extend towards the bow and the stern, so that the total longitudinal strength is improved. The side ribs 108 are crosswise connected to the side stringer 107 and are reinforced by upper and lower toggle-preventing plates 109. The upper end of the side rib 108 is connected with the box-shaped unit 106 through the elbow plate 110 in a reinforced mode, the lower end of the side rib is connected with the double-layer bottom 104 through the irregular triangular elbow plate 111 in a smooth transition mode, load is favorably relieved and transmitted to the double-layer bottom 104, strength is improved, and a supporting deck and a side can be reinforced.

The box-type unit 106 is internally provided with a whole solid web 112 connected with four sides, and horizontal reinforcing ribs 113 and vertical reinforcing ribs 114 are arranged at corresponding longitudinal ribs 116 to improve the bearing capacity, so that the box-type unit can be connected with a cargo support to bear corresponding external force. And a vertically arranged strong rib 115 is arranged between the double-layer bottom 104 of the ship bottom and the second deck 103 below the box type unit 106. The joint of the upper end of the strong rib 115 and the box-type unit 106 lengthens the interval between two to three longitudinal bones, and the lower end of the strong rib is in arc transition at the bilge of the ship and is connected to the ship bottom structure. The joints of the strong ribs 115 and the side stringers 107 are reinforced and connected horizontally along the longitudinal direction through toggle plates 118, and meanwhile, the anti-toppling function is achieved. Side longitudinal fender structures 120 arranged in the longitudinal direction are respectively provided at the side shells 101 between the deck 102 and the second deck 103 and between the second deck 103 and the inner bottom plate 122, and function to protect the field structures. Set up three ordinary rib position cross-sections between two strong rib position cross-sections, interconnect supports each other between the structure to guarantee that sufficient structural strength satisfies the loading requirement.

The distance between the strong cross beams of most semi-submersible ships and self-propelled barge decks is 2-3.6 meters, the distance between the strong cross beams of the semi-submersible multifunctional transport assembly and disassembly ship is set to be 2.4 meters, and the distance between the longitudinal ribs 116 is about 800 millimeters generally. The distance between the main deck 102 and the deck 103 is typically around 2 to 3 meters. A row of deck stringers 119 are provided between the main deck 102 and the deck boards 103 near the side planking from bow to stern for improving the overall longitudinal strength of the hull. A manhole with a standard size is formed in the deck stringer 119, and accordingly people can conveniently go in and out for inspection, maintenance and the like. Thus, the deck stringer 119 is formed into a box-type structure together with the side outer panels, the main deck 102 and the deck 103. The structure is internally reinforced by members such as a cross member 117, a rib 118, a longitudinal member 116, and a reinforcing rib, thereby improving the carrying capacity of the side deck. Side ribs are provided between the deckboards 103 and the inner bottom plate 122 down the box-type structure, with a spacing of around 800 mm. Meanwhile, a horizontally arranged side stringer 107 is provided at a pitch of every 3 ribs 108. The two ends of the side stringers 107 are connected to watertight bulkheads, and extend to the bow and stern respectively, thereby contributing to the total longitudinal strength. The joint of the side rib and the side stringer 107 is reinforced by an anti-roll toggle plate. Three to four common rib position frame structures are arranged between every two strong rib position frame structures along the longitudinal direction of the ship, the structural type is strong and weak alternately and clearly layered, so that enough structural strength is guaranteed to meet the use target requirement; a box-type structure consisting of longitudinal ribs, cross beams, rib plates and longitudinal girders is arranged between the side plates of the common rib deck and the second deck to improve the local strength and torsional strength of the shipboard side of the ship deck. Meanwhile, a mixed skeleton type structure is used between the second deck and the inner bottom plate, the rib spacing is reduced, the number of ribs is increased, and the side longitudinal girders are arranged from top to bottom. The structure has the advantages that the integral bearing capacity is increased, and the side bearing capacity is improved; the longitudinal fender plays a role in protecting a side structure.

In order to meet the requirement of dismantling operation, the arrangement density of the longitudinal structure and the transverse reinforcing structure in the main deck of the stern part 3 is designed in a distributed mode. The longitudinal reinforcing structure includes transverse bulkheads and longitudinal bulkheads that form a vertical bulkhead structure in the wall dividing the cells. On the basis of the original longitudinal aggregate of the ship body, a plurality of internal longitudinal strong trusses are additionally arranged beside the longitudinal aggregate. A series of internal transverse strong trusses are additionally arranged beside a strong cross beam of the ship body in the transverse direction of the ship body. The arrangement density of the internal longitudinal strong truss materials and the internal transverse strong truss materials considers the rule that the stress of the ship body is gradually increased towards the bow 2 of the midship during the disassembly operation, so that the requirement of the disassembly operation is integrally considered in the design stage of the ship body.

The stern part 3 is provided with a butt joint module and a buffering and positioning module. The butt joint module is composed of an adaptive dismantling support arm 221 and a butt joint buffer female cone, wherein a base of the adaptive dismantling support arm 221 is fixed on a deck, and the butt joint buffer female cone is fixed at the top of the adaptive dismantling support arm 221. The base and deck of the adapted removal support arm 221 may be welded. The length and the width of the contact part of the base and the main deck are in a multiple relation with the span of the longitudinal structure and the transverse reinforcing structure inside the tail of the ship body, the butt joint of the outer frame at the bottom of the ship body and the strong structure of the ship body can be realized, and the weight load of the platform to be dismantled can be effectively transmitted to the reinforcing structure of the ship body. The adapted removal support arm 221 is fixed to the deck edge in the area of the empty channel of the stern 3. The butt buffer female cone is welded and fixed at any position of the top of the adaptive dismounting support arm 221. Preferably, the butt joint buffer female cone is fixed on one side of the top end of the adaptive dismantling support arm 221, which is back to the empty groove area, so that the strength is improved and the stress structure is optimized. An inner rubber elastic body is arranged on the upper surface of the female cone of the buffer and used for improving the contact buffering effect. The adapted removal support arm 221 design allows the docking bumper female cone to be fixed at any position on top of it to support the weight of the upper module. The position and the direction of the supporting arm 221 on the main deck and the secondary position adjustment of the butt joint buffer female cone at the top of the supporting arm are removed in an adaptive mode through adjustment, flexible arrangement of the position of the butt joint buffer female cone can be achieved, and therefore the butt joint buffer female cone support device is applicable to arrangement of supporting points of offshore platforms with different structural characteristics and is respectively applicable to different upper modules to be dismantled. When the movable buoyancy tank 6 is detached, the movable buoyancy tank can be used as a counterweight and can also be used for increasing the pressure drainage capacity of the ship body; the functions of the utility model are different when the utility model is placed at different positions. The movable buoyancy tank 6 is arranged on the main deck of the bow extension part 1, so that the weight of the bow part 1 of the bow can be increased, the ballast water quantity can be adjusted, the stern draft can be reduced, and the tail dismantling operation capacity can be improved on the basis of the pressure drainage capacity. The movable buoyancy tank 6 is fixed on the outboard side of the tail, can play a role in slowing down the hull torsion moment caused by the eccentricity of the module weight under the condition that the total longitudinal strength of the hull is enough, and plays a role in increasing the tail dismantling operation capacity in the structural strength dimension. During the dismantling operation the displaceable pontoon 6 is on the main deck in the midship bow 2. The movable buoyancy tank 6 is arranged in a balanced manner by comprehensively improving the pressure drainage capacity and relieving the torsional moment of the tail structure. When the weight of the platform to be dismantled is small and the moment of torsion of the hull due to eccentricity is small, the displaceable pontoons 6 can be arranged in a midship area where the deck area is wider. As shown in fig. 17 to 19, a buffer positioning module is provided on the side wall of the empty groove area of the stern portion 3, and the buffer positioning module includes a fender 224, a transverse fender 222 and a longitudinal fender 223. The fender 224, the transverse fender 222 and the longitudinal fender 223 are fixed on the side wall of the empty groove area of the ship body. To minimize offshore construction and installation, and reduce construction costs, the fender 224 required for the removal process will be mounted to the side wall of the open channel region of the stern 3 to the maximum extent. The fender 224 is used for entry and exit assistance and may be a rubber fender strip secured to the lateral edge of the boat to provide lateral cushioning for lateral cushioning between the jacket and the stern side wall during the entry and exit phases of the boat. The lateral fenders 222 are used to accurately locate the lateral relative position between the hull and the jacket after the removal position is reached and to act to dampen lateral relative movement between the two. The transverse fender 222 is fixed on the lateral edge of the hull and comprises a transverse fender base 228, a transverse fender and a guide fender 230, wherein the transverse fender base 228 is welded and installed in an inner groove on the side wall of the hull, the transverse fender is fixed on the transverse surface of the transverse fender base 228, and the guide fender 230 is respectively fixed on two sides of the transverse fender base 228 and used for guiding the entering and exiting of the ship. The lateral fender includes a lateral fender panel 225, a lateral fender elastic body 226, and a lateral fender base 227, the lateral fender base 227 is fixed to the lateral fender base 228 by welding or riveting, the lateral fender panel 225 is fixed to the lateral fender base 227, and the lateral fender elastic body 226 is disposed between the lateral fender panel 225 and the lateral fender base 227. The guide fender 230 serves as a guide and buffer member for the main support leg of the jacket during entry and exit of the vessel, and is welded or riveted to the lateral fender base 228 via an entry and exit guide fender base 229. The longitudinal fenders 223 are used to locate the longitudinal position between the hull and the jacket 223 after the removal position is reached and to dampen longitudinal relative movement between the two, and are of the same construction as the transverse fenders 222. The longitudinal fenders 223 are mounted at the longitudinal bottom of the empty slot area of the stern 3 and may be in contact with the transverse edges. During dismantling operation, the stern 3 faces the jacket, starts at a position about 500 meters away from the jacket, and moves to the front of a platform to be dismantled under the control of DP; then slowly advancing with the aid of the buffer positioning module until reaching the lower position of the upper module to be disassembled; then, the draft at the tail part and the height of the female cone of the butt joint buffer are adjusted by adjusting ballast water of the ship ballast compartment and the movable floating tank 6, so that the female cone of the butt joint buffer is in butt joint with the male cone of the butt joint buffer of the upper module, and the rubber elastic body in the female cone of the butt joint buffer plays a role in buffering impact loads in the vertical direction and the horizontal direction in the butt joint process. After supporting the weight of the upper module to be dismantled, the stern draft is further reduced by adjusting the ballast, so that complete separation of the duct frame at the cutting point is realized. At the initial stage of separation, the pre-compressed rubber body 232 disposed inside the separation damper will spring out and act on the upper bearing surface of the separation damper receiver to cushion the impact load generated when the upper and lower bodies of the jacket separate. After reaching the designed clearance, the semi-submersible multifunctional transport assembly and disassembly ship slowly drives away from the jacket under the control of DP and the assistance of the collision pads. And after the stern leaves the jacket for about 500 meters, the dismantling operation of the upper module is completed. The structure utilizes the structural characteristics of the semi-submersible multifunctional transport assembly and disassembly ship, the required auxiliary tooling part is light in weight and strong in universality, and the deck is simple and flexible to prepare; the offshore construction preparation of the operation method is mainly based on the main support legs of the jacket, the structural modification requirement on the upper module is low, and the total workload of the offshore construction preparation is low; the method has the advantages of high construction efficiency and low construction cost.

As shown in fig. 20 to fig. 22, the semi-submersible multi-functional transport assembly and disassembly vessel of the present invention is typically operated as a semi-submersible transport vessel, and includes transport states of a transport floating production storage vessel 51, a column platform 52, and a semi-submersible production platform 53. The device can be used for carrying ultra-long and ultra-wide marine equipment without shielding of a bow building and a tail building. The wide deck area of the midship tail part and the abundant loading space make the utility model have unique advantages in loading the ultra-wide large semi-submersible production platform.

As shown in fig. 23, the upper module support frame 55 of the bow extension body 1 serves as a structural support for the pontoon-dismounting upper module 54 on the semi-submersible multi-function transport dismounting ship. Float and hold in the palm installation butt joint buffer 56, when being used as the dismouting operation of floating the utility model discloses with marine fixed knot structure's buffering butt joint device.

As shown in fig. 24, the utility model discloses under the stern twin-hull formula of the multi-functional transportation dismouting of semi-submerged formula dismouting mode of operation, through pressure drainage regulation afterbody draft, realize being in the utility model discloses and the marine jacket 58 between shift dismouting upper portion module 54's weight. The structural weight of the upper module 54 to be dismantled is supported and distributed to the main structure of the hull by support arms 57 pre-installed on the stern deck.

The above description is only a preferred embodiment of the present invention, and the scope of the present invention should not be limited thereby, and all the simple equivalent changes and modifications made in the claims and the description of the new invention are also within the scope of the present invention.

Claims (10)

1. The semi-submersible multifunctional transportation dismantling boat is characterized by comprising a midship bow and a stern, wherein the stern is connected with one end of the midship bow, the stern is of a catamaran structure, and a dead slot area is formed between the two hulls.

2. The semi-submersible multifunctional transport and assembly ship as claimed in claim 1, wherein the other end of the bow of the midship is connected with a bow extension body which is narrow relative to the bow of the midship.

3. The semi-submersible multifunctional transport and assembly ship as claimed in claim 2, wherein at least one movable pontoon is arranged in the bow of the midship; the stern is provided with at least two buoyancy tanks, and the buoyancy tanks are respectively arranged at the side edges of the deck of the ship body at two sides of the empty groove area.

4. The semi-submersible multi-functional transport assembly and disassembly vessel of claim 2 wherein the bow closure plate of the bow extension is planar and the stern closure plate of the stern is planar.

5. The semi-submersible multi-functional transport assembly and disassembly vessel of claim 3, wherein the buoyancy tank is comprised of a lower buoyancy module and an upper mooring module, the lower buoyancy module and the upper mooring module being bolted together; the bottom of the lower buoyancy module is welded or riveted with the main deck, and a power cable junction box is arranged in the lower buoyancy module and is communicated with a power cable channel in the main hull pedestrian passageway.

6. The semi-submersible multifunctional transport dismantling boat of claim 1, wherein a streamline transition outer plate is arranged in the transition area of the midship bow; the transition area is provided with internal transverse strong truss materials, longitudinal aggregate materials, internal longitudinal strong truss materials, internal longitudinal bulkheads and internal liquid tank decks.

7. Semi-submersible multi-functional transport assembly and disassembly vessel according to claim 1 or 2, wherein the open trough area between the two hulls of the stern is provided with an assembly type filling structure.

8. The semi-submersible multifunctional transport assembly and disassembly vessel of claim 7, wherein the assembled filling structure is composed of a plurality of filling type span beam units, span beam unit panels and span beam unit webs, and the span beam unit panels are welded into a whole through filling type span beam unit internal reinforcing members and the span beam unit webs.

9. The semi-submersible multifunctional transport assembly and disassembly ship of claim 8, wherein the side wall of the hull of the empty slot area at the tail part is provided with a buffer positioning module, and the buffer positioning module comprises a fender, a transverse fender and a longitudinal fender.

10. The semi-submersible multifunctional transport assembly and disassembly vessel of claim 9, wherein the transverse fender comprises a transverse fender base, a transverse fender and guide fenders, the transverse fender base is welded and installed in an inner groove of a side wall of the vessel body, the transverse fender is fixed on a transverse surface of the transverse fender base, and the guide fenders are respectively fixed on two sides of the transverse fender base; the transverse fender comprises a transverse fender panel, a transverse fender elastic body and a transverse fender base, wherein the transverse fender base is fixed on the transverse fender base through welding or riveting, the transverse fender panel is fixed on the transverse fender base, and the transverse fender elastic body is arranged between the transverse fender panel and the transverse fender base.

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