CN218198691U - Transverse anti-swing arrangement structure of independent cabin - Google Patents
Transverse anti-swing arrangement structure of independent cabin Download PDFInfo
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- CN218198691U CN218198691U CN202222650197.6U CN202222650197U CN218198691U CN 218198691 U CN218198691 U CN 218198691U CN 202222650197 U CN202222650197 U CN 202222650197U CN 218198691 U CN218198691 U CN 218198691U
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Abstract
The utility model relates to an independent cabin transverse anti-swing arrangement structure, which comprises an independent cabin, a transverse anti-swing structure and a main hull transverse strong frame; in a virtual XYZ space, the longitudinal direction of the ship is the X direction, and the width direction of the ship is the Y direction; the main ship body transverse strong frame is fixed on the ship body and is positioned on two sides of the independent cabin in the Y direction; the transverse anti-sway structure is arranged between the independent cabin and the transverse strong frame of the main ship body, and is separated into a left part and a right part, and a set gap for limiting Y-direction displacement is arranged between the two parts. The utility model discloses transversely only shake the structure owing to set up the horizontal both sides in independent cabin, consequently arrange not influenced by independent cabin air chamber and suction trap, each transversely only shakes the atress of structure more even relatively. The horizontal force in the system is transmitted by utilizing the bearing of the steel structure, and the effect is better than that of transmitting by utilizing the shearing of the steel structure and the welding line.
Description
Technical Field
The utility model relates to an independent cabin transversely ends and shakes arrangement structure belongs to boats and ships technical field.
Background
When the liquefied gas transport ship or the ship using liquefied gas as fuel adopts the design scheme of an A-type or B-type independent cabin, the independent cabin needs to be provided with a transverse anti-rolling structure so as to limit the displacement of the independent cabin when the ship rolls. The term "rolling" refers to the displacement of the independent tank in the width direction (Y direction) of the ship.
In the prior art, the transverse anti-sway structures are arranged at the top and the bottom of the independent cabin, and are arranged at the longitudinal section in the independent cabin and aligned with each transverse strong frame of the independent cabin.
The prior art mainly has the following problems:
1) And the independent cabin bottom suction trap or the top air chamber is not provided with a transverse anti-swing structure due to interference.
2) The air chambers and the suction wells of the independent cabins cannot be provided with transverse anti-swing structures, and the transverse anti-swing structures in adjacent positions can bear larger transverse force.
3) Because the transverse anti-swing structure is arranged at the top and the bottom of the independent cabin, the stress of the transverse anti-swing structure is necessarily transmitted through the shearing of a steel structure and a welding seam, and the stress reliability requirement of the structure is high;
4) Because the transverse anti-swing structure is arranged at the top and the bottom (Z direction) of the independent cabin, and the transverse anti-swing direction is the ship width direction (Y direction), a matched mounting groove needs to be formed between the bottom of the independent cabin and the transverse strong frame of the main ship body, the mounting groove needs to be aligned when the independent cabin is hoisted, and the difficulty of installation and inspection of the independent cabin is increased. As shown in fig. 2.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a transverse swing-stopping arrangement structure of an independent cabin, which is not influenced by an air chamber and a suction trap; the stress is transferred through the bearing force of the steel structure in the Y direction, and the effect is better than that of transferring by utilizing the shearing of the steel structure and the welding line; meanwhile, the independent cabin is hoisted without aligning to a mounting groove, and the installation and inspection are relatively simple.
The utility model adopts the following technical proposal:
an independent cabin transverse anti-swing arrangement structure comprises an independent cabin, a transverse anti-swing structure and a main ship body transverse strong frame 5; in a virtual XYZ space, the longitudinal direction of a ship is in the X direction, and the width direction of the ship is in the Y direction; the main ship body transverse strong frame 5 is fixed on the ship body and is positioned on two sides of the independent cabin in the Y direction; the transverse anti-rolling structure is arranged between the independent cabin and the main hull transverse strong frame 5, and is separated into a left part and a right part, and a set gap for limiting Y-direction displacement is formed between the left part and the right part.
Preferably, the transverse anti-sway structure comprises a transverse anti-sway reinforcement 6, laminated wood 8, a transverse anti-sway block 7; the transverse anti-sway block 7 is fixed on the side wall 1 of the independent cabin, the transverse anti-sway reinforcement 6 is fixed on the transverse strong frame 5 of the main ship body, and the transverse anti-sway block 7 and the transverse anti-sway reinforcement 6 are oppositely arranged; the laminated wood 8 is fixed on one of the transverse anti-sway reinforcement 6 and the transverse anti-sway block 7 with the set gap therebetween.
Further, the laminated wood 8 is fixed to the lateral sway brace 6.
Further, the transverse anti-sway reinforcement 6 and the transverse anti-sway blocks 7 are provided in the form of a structural base, and laminated wood 8 is connected with the transverse anti-sway reinforcement 6.
Preferably, the Z-direction height of the transverse anti-rolling structure is set to be close to the gravity center height of the independent cabin when the independent cabin is fully loaded; the transverse anti-sway structure is arranged in alignment with the independent cabin transverse strong frame 4 and the main hull transverse strong frame 5 to form a sufficient strength support.
Further, the height of the center of gravity of the independent cabin when the independent cabin is fully loaded is within the range of 2 meters up and down at the 1/2 position of the height of the independent cabin top plate 2 and the independent cabin bottom plate 3.
Further, the horizontal forces resulting from the independent cabin displacements are transmitted to the main hull transverse strong frame 5, in turn, via the transverse chocks 7, the laminated wood 8 and the transverse chock stiffeners 6.
The beneficial effects of the utility model reside in that:
1) The transverse anti-rolling structures are arranged on the two transverse sides of the independent cabin, so that the arrangement is not influenced by the independent cabin air chambers and the suction wells, and the stress of each transverse anti-rolling structure is relatively uniform.
2) The horizontal force in the system is transmitted by utilizing the bearing of the steel structure, and the effect is better than that of transmitting by utilizing the shearing of the steel structure and the welding line.
3) The transverse anti-swing structure is arranged on the side surface of the independent cabin, and the stress direction of direct positive pressure is the same as the transverse anti-swing direction, so that a mounting groove formed between the bottom of the independent cabin and a transverse strong frame of the main ship body is not needed, and the control requirement on the hoisting precision of the independent cabin is relatively low;
4) The passing space near the transverse anti-shaking structure is large, and the inspection is simpler.
Drawings
Fig. 1 is a schematic layout of a prior art independent cabin lateral sway suppression arrangement.
FIG. 2 is a schematic cross-sectional view of a prior art independent bay lateral anti-sway arrangement.
Fig. 3 is a cross-sectional schematic view of the horizontal anti-sway arrangement structure of the independent cabin of the present invention.
Fig. 4 is a schematic side view of the independent cabin transverse anti-sway arrangement structure of the present invention.
In the figure, 1 is an independent cabin side wall, 2 is an independent cabin top plate, 3 is an independent cabin bottom plate, 4 is an independent cabin transverse strong frame, 5 is a main ship body transverse strong frame, 6 is transverse anti-sway reinforced, 7 is a transverse anti-sway block, 8 is laminated wood, 9 is an air chamber, 10 is a suction well, 11 is an independent cabin, 12 is a top transverse anti-sway block, 13 is a bottom transverse anti-sway block, 14 is an independent cabin transverse strong frame, 15 is a middle longitudinal cabin wall or a longitudinal girder, 16 is laminated wood (background technology), 17 is a top transverse anti-sway reinforced piece, 18 is a bottom transverse anti-sway reinforced piece, 19 is a main ship body transverse strong frame, 9a is an air chamber opening, 10a is a suction well opening, 11a is an independent cabin top, and 11b is an independent cabin bottom.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and specific embodiments.
Example one (comparative example):
as can be seen from fig. 1, the transverse chocks are provided at both the top and bottom of the independent bay and are arranged in the independent bay at longitudinal sections aligned with each rail of the transversely strong frame of the independent bay. And the independent cabin bottom suction trap or the top air chamber is not provided with a transverse anti-swing structure due to interference.
It can be seen from fig. 2 that the transverse forces generated by the rolling motion of the independent tanks along with the ship are transferred to the laminated wood through the transverse stop blocks connected to the independent tanks and then transferred to the transverse stop reinforcements attached to the transversely strong frame of the main hull through the laminated wood. Because the transverse anti-sway structure is arranged at the top and the bottom of the independent cabin, the stress of the transverse anti-sway structure is necessarily transmitted by shearing of a steel structure and a welding line, and the horizontal displacement limitation and the corresponding force transmission of the independent cabin are mainly completed by the shearing stress of the steel structure and the welding line. Meanwhile, the transverse anti-swing structure is arranged at the top and the bottom (Z direction) of the independent cabin, and the transverse anti-swing direction is the ship width direction (Y direction), so that a matched mounting groove needs to be formed between the bottom of the independent cabin and the transverse strong frame of the main ship body, the mounting groove needs to be aligned when the independent cabin is hoisted, and the difficulty of installation and inspection of the independent cabin is increased. As shown in fig. 2.
The second embodiment:
referring to fig. 3-4, an independent cabin transverse anti-sway arrangement structure comprises an independent cabin, a transverse anti-sway structure, a main hull transverse strong frame 5; in a virtual XYZ space, the longitudinal direction of the ship is the X direction, and the width direction of the ship is the Y direction; the main ship body transverse strong frame 5 is fixed on the ship body and is positioned on two sides of the independent cabin in the Y direction; the transverse anti-sway structure is arranged between the independent cabin and the transverse strong frame 5 of the main ship body, and is separated into a left part and a right part, and a set gap for limiting Y-direction displacement is arranged between the two parts.
In this embodiment, with continued reference to fig. 3-4, the lateral anti-sway structure comprises a lateral anti-sway stiffener 6, laminated wood 8, lateral anti-sway blocks 7; the transverse anti-swing block 7 is fixed on the side wall 1 of the independent cabin, the transverse anti-swing reinforcement 6 is fixed on the transverse strong frame 5 of the main ship body, and the transverse anti-swing block 7 and the transverse anti-swing reinforcement 6 are oppositely arranged; the laminated wood 8 is fixed on one of the transverse anti-sway reinforcement 6 and the transverse anti-sway block 7 with the set gap therebetween. Preferably, the laminated wood 8 is fixed to the transverse sway brace 6, as shown in fig. 3.
In this embodiment, referring to fig. 3, the transverse sway brace 6 and the transverse sway brace 7 are both provided in a structural base form, with laminated wood 8 connecting the transverse sway brace 6 together.
In the embodiment, the Z-direction height of the transverse anti-rolling structure is set near the gravity center height of the independent cabin when the independent cabin is fully loaded; the transverse anti-sway structure is arranged in alignment with the independent cabin transverse strong frame 4 and the main hull transverse strong frame 5 to form sufficient strength support,
preferably, the height of the center of gravity of the independent cabin when the independent cabin is fully loaded is within the range of 2 meters up and down at the 1/2 position of the height of the independent cabin top plate 2 and the height of the independent cabin bottom plate 3, so that the optimal transverse anti-rolling effect is achieved. As shown in fig. 4.
The transverse anti-sway structure is composed of a transverse anti-sway reinforcement 6, a transverse anti-sway block 7 and laminated wood 8. The transverse anti-sway reinforcement 6 and the transverse anti-sway block 7 are both provided in the form of a conventional structural base, with laminated wood 8 being connected to the transverse anti-sway reinforcement 6. The laminated wood 8 is provided with a suitable initial clearance from the lateral stop 7.
The transverse anti-sway structures are arranged on the port and the starboard of the independent cabin to limit the horizontal left and right displacement of the independent cabin. The transverse anti-sway structure is arranged in alignment with the independent cabin transverse strong frame 4 and the main hull transverse strong frame 5 to form a sufficient strength support.
When the independent cabin is transversely displaced under the influence of the rolling motion of the ship, the transverse anti-rolling blocks 7 are in contact with the laminated wood 8, and the displacement load of the independent cabin is effectively transmitted to the transverse anti-rolling reinforcement 6 and the main ship body transverse strong frame 5 through the laminated wood 8.
In the whole system, horizontal force caused by independent cabin displacement is transmitted to the main hull transverse strong frame 5 through the transverse anti-sway blocks 7, the laminated wood 8 and the transverse anti-sway reinforcements 6 in sequence.
The utility model discloses arrange horizontal only rocking structure in independent cabin side, the shearing that replaces steel construction and welding seam through the pressure-bearing of steel construction carries out the transmission of power, has restricted the horizontal displacement in independent cabin effectively. It should be noted that: 1) The transverse anti-rolling structure is arranged on the side surface of the independent cabin, the height of the transverse anti-rolling structure is not limited to the vicinity of the gravity center height of the independent cabin when the independent cabin is fully loaded, and the transverse anti-rolling structure can be adjusted up and down. 2) The lateral anti-sway reinforcement and lateral anti-sway block are not limited to the configuration of FIG. 3; the laminated wood is not limited to being connected with the lateral anti-sway reinforcement and may be connected with the lateral anti-sway block.
The above are preferred embodiments of the present invention, and those skilled in the art can make various changes or improvements on the above embodiments without departing from the general concept of the present invention, and these changes or improvements should fall within the scope of the present invention.
Claims (7)
1. An independent cabin transverse anti-sway arrangement structure characterized in that:
comprises an independent cabin, a transverse anti-swing structure and a main ship body transverse strong frame (5);
in a virtual XYZ space, the longitudinal direction of the ship is the X direction, and the width direction of the ship is the Y direction;
the main ship body transverse strong frame (5) is fixed on the ship body and is positioned on two sides of the independent cabin in the Y direction;
the transverse anti-sway structure is arranged between the independent cabin and the transverse strong frame (5) of the main ship body, and is separated into a left part and a right part, and a set gap for limiting Y-direction displacement is arranged between the two parts.
2. The independent bay transverse anti-sway arrangement of claim 1, wherein:
the transverse anti-swing structure comprises a transverse anti-swing reinforcer (6), laminated wood (8) and a transverse anti-swing block (7);
the transverse anti-swing block (7) is fixed on the side wall (1) of the independent cabin, the transverse anti-swing reinforcement (6) is fixed on the transverse strong frame (5) of the main ship body, and the transverse anti-swing block (7) and the transverse anti-swing reinforcement (6) are oppositely arranged;
the laminated wood (8) is fixed on one of the transverse anti-swing reinforcing piece (6) and the transverse anti-swing block (7) and has the set gap with the other.
3. The independent bay transverse anti-sway arrangement of claim 2, wherein: the laminated wood (8) is fixed on the transverse anti-swing reinforcing piece (6).
4. The independent bay transverse anti-sway arrangement of claim 2, wherein: the transverse anti-swing reinforcing piece (6) and the transverse anti-swing block (7) are both arranged in a structural base mode, and laminated wood (8) is connected with the transverse anti-swing reinforcing piece (6).
5. The independent bay transverse anti-sway arrangement of claim 1, wherein: the Z-direction height of the transverse anti-rolling structure is arranged near the gravity center height of the independent cabin when the independent cabin is fully loaded; the transverse anti-sway structure is arranged in alignment with the independent cabin transverse strong frame (4) and the main hull transverse strong frame (5) to form sufficient strength support.
6. The independent bay transverse anti-sway arrangement of claim 5, wherein: the gravity center height of the independent cabin when the independent cabin is fully loaded is within the range of 2 meters up and down at the 1/2 position of the height of the independent cabin top plate (2) and the height of the independent cabin bottom plate (3).
7. The independent bay transverse anti-sway arrangement of claim 5, wherein: horizontal force caused by independent cabin displacement is transmitted to the main hull transverse strong frame (5) through the transverse anti-sway block (7), the laminated wood (8) and the transverse anti-sway reinforcement (6) in sequence.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222650197.6U CN218198691U (en) | 2022-10-08 | 2022-10-08 | Transverse anti-swing arrangement structure of independent cabin |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222650197.6U CN218198691U (en) | 2022-10-08 | 2022-10-08 | Transverse anti-swing arrangement structure of independent cabin |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218198691U true CN218198691U (en) | 2023-01-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222650197.6U Active CN218198691U (en) | 2022-10-08 | 2022-10-08 | Transverse anti-swing arrangement structure of independent cabin |
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| CN (1) | CN218198691U (en) |
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2022
- 2022-10-08 CN CN202222650197.6U patent/CN218198691U/en active Active
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