CN219668434U - Marine bearing structure - Google Patents

Abstract

The utility model provides a marine support structure, which is arranged in a transverse passage between a bulkhead plate and a deck, and comprises: the anti-shake structure is arranged on the cabin wall plate and comprises end panels which are oppositely arranged, and anti-shake blocks are respectively arranged at two ends of the end panels; the anti-floating structures are arranged on the cabin wall plate and respectively positioned at two ends of the anti-shaking structure, and comprise anti-floating blocks arranged towards the direction of the deck; the composite support is arranged on the deck and comprises an end baffle plate which is vertically arranged towards the anti-shake structure and a first panel which is horizontally arranged towards the anti-floating structure; the anti-swing block provides an anti-swing function for the cargo tank by contacting with the end baffle on the same side, and the anti-floating block provides an anti-floating function for the cargo tank by contacting with the first panel on the same side. The utility model effectively utilizes the installation space between the deck and the cargo tank, reduces the installation quantity of the traditional single-function supports, reduces the structural stress concentration points, avoids structural damage caused by material fatigue, is convenient for later maintenance and improves the overall safety of the ship.

Description

Marine bearing structure

Technical Field

The utility model belongs to the technical field of ships, and particularly relates to a supporting structure for a ship.

Background

The diamond cargo tank is one of independent tanks, placed inside the hull, and connected to the main hull by a plurality of supports arranged vertically, laterally, and longitudinally. The inertial force caused by the vertical acceleration of the diamond-shaped cargo tank can enable the cargo tank to move upwards to impact a deck of the ship body, and a floating stopping support is required to be arranged to limit displacement of the cargo tank; meanwhile, as the free liquid level exists in the diamond-shaped liquid cargo tank, the free liquid level can drive the diamond-shaped liquid cargo tank to transversely move when the ship sails, and if the anti-rolling structure does not exist, the liquid cargo tank and the inner hull shell collide to damage the hull structure. Therefore, the structural design of the anti-rolling anti-floating support is very important, and attention is paid to preventing structural damage caused by the problems of strength, liquid tank sloshing and fatigue from bringing potential safety hazards to ship operation during design.

Disclosure of Invention

In view of the above-mentioned drawbacks of the prior art, the present utility model aims to provide a supporting structure for a ship, which is used for solving the potential safety hazards caused by the fluctuation and rolling of a rhombic cargo tank in the prior art, and ensuring the stable sailing and transportation safety of the ship.

To achieve the above and other related objects, the present utility model provides a support structure for a ship, which is provided in a lateral passage between a bulkhead plate and a deck, comprising:

the anti-shake structure is arranged on the cabin wall plate and comprises end panels which are oppositely arranged, and anti-shake blocks are respectively arranged at two ends of the end panels;

the anti-floating structures are arranged on the cabin wall plate and are respectively positioned at two ends of the anti-shaking structure, and each anti-floating structure comprises an anti-floating block arranged towards the direction of the deck;

the composite support is arranged on the deck and comprises an end baffle plate which is vertically arranged towards the anti-shaking structure and a first panel which is horizontally arranged towards the anti-floating structure;

the anti-swing block provides an anti-swing function for the cargo tank by contacting with the end baffle on the same side, and the anti-floating block provides an anti-floating function for the cargo tank by contacting with the first panel on the same side.

In one embodiment of the present utility model, in one embodiment,

a gap is preset between the anti-shake block and the end baffle corresponding to the same side;

and a gap is preset between the floating stop block and the first panel corresponding to the same side.

In one embodiment, the composite support further comprises:

a standoff web disposed perpendicular to the first panel and the end baffles and extending to connect to the deck;

and the upper web plate is vertically arranged between the first panel and the deck and is connected with the support web plate.

In one embodiment, the carrier web includes a transition section connecting the first panel and the end baffles, the transition section including a carrier panel disposed at a bottom of the transition section and perpendicular to the carrier web; reinforcing rib plates are symmetrically arranged on two sides of the support web plate, and are parallel to the support panel.

In one embodiment, the anti-shake structure further comprises:

the first web is vertically arranged between the two end panels and is vertically connected to the bulkhead plate;

the first supporting plate and the second supporting plate are vertically arranged between the two end panels and are vertically connected to the first web plate.

In one embodiment, the anti-shake structure further comprises:

the first support plate is vertically arranged between the first support plate and the second support plate, and one side of the first support plate is connected with the end panel; the first support plates are symmetrically arranged on two sides of the first web plate.

In one embodiment, the anti-shake structure further comprises:

the end toggle plates are symmetrically arranged on the outer sides of the two end panels respectively and are connected with the cabin wall plate.

In one embodiment, the anti-floating structure further comprises:

the second web plate is vertically arranged on the bulkhead plate;

the second panel is horizontally arranged and vertically connected to the top of the second web plate, and the anti-floating block is positioned on the second panel;

and the lower web is vertically arranged between the second panel and the bulkhead plate and is vertically connected to the second web.

In one embodiment of the present utility model, in one embodiment,

the second limiting plates are arranged around the floating stop block and used for positioning and mounting the floating stop block;

the first limiting plates are arranged around the anti-shake block and used for positioning and mounting the anti-shake block.

In one embodiment of the present utility model, in one embodiment,

a deformation fault-tolerant gap is reserved between the anti-floating block and the second limiting plate;

and a deformation fault tolerance gap is reserved between the anti-swing block and the first limiting plate.

Compared with the prior art, the technical scheme provided by the utility model has the following beneficial effects:

1. the supporting structure is arranged in the transverse channels at the top of the cargo tank and below the deck, and the limiting of the deck is used for preventing the cargo tank from rolling and floating upwards.

2. The supporting structure effectively utilizes the installation space between the deck and the cargo tank, reduces the installation quantity of the traditional single-function supports, reduces structural stress concentration points, avoids structural damage caused by strength and fatigue problems, is convenient for later maintenance and maintenance, has long service life, and improves the overall safety of ships.

Drawings

FIG. 1 is a schematic view of a support structure of the present utility model;

FIG. 2 is a side view of the support structure of the present utility model;

FIG. 3 is a schematic cross-sectional view of FIG. 2 taken along the direction A-A;

FIG. 4 is a schematic cross-sectional view of FIG. 2 taken along the direction B-B;

FIG. 5 is a schematic cross-sectional view of FIG. 1 along the direction C-C;

FIG. 6 is a schematic cross-sectional view of FIG. 1 taken along the direction D-D;

FIG. 7 is a schematic cross-sectional view of FIG. 6 along E-E;

FIG. 8 is a schematic cross-sectional view of FIG. 1 along the direction F-F;

fig. 9 is a schematic cross-sectional view of fig. 1 along the direction G-G.

Reference numerals illustrate:

1. an anti-shake structure;

101. a first web; 102. an end panel; 103. a first support plate; 104. a second support plate; 105. an end toggle plate; 106. an anti-shake block; 107. a first limiting plate; 108. a first support plate;

2. a composite support;

201. a support web; 202. a first panel; 203. an upper web; 204. a first toggle plate; 205. an end baffle; 206. reinforcing rib plates; 207. a support panel; 208. a second support plate;

3. a floating stop structure;

301. a second web; 302. a second panel; 303. a lower web; 304. a second toggle plate; 305. a floating stop block; 306. a second limiting plate;

4. cabin wall panels;

5. and (3) a deck.

Detailed Description

Other advantages and principles of the present utility model will become apparent to those skilled in the art from the following disclosure, which is to be read in light of the specific embodiments of the utility model. It should be noted that, the illustrations provided in the present embodiment merely illustrate the basic concept of the present utility model by way of illustration, and only the components related to the present utility model are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of each component in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated, and in the description of the present utility model, unless otherwise explicitly specified and defined, the terms "mounted", "connected" shall be construed broadly, and may be fixed, connected detachably, or connected integrally, for example; can be mechanically or electrically connected; can be directly connected or connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

For convenience of description, the coordinate system is defined as shown in fig. 1, and the x-axis direction is defined as the ship width direction, and the left-right direction along the x-axis direction; defining the y-axis direction as the ship length direction and the front-back direction along the y-axis direction; the z-axis is defined as the ship's height direction and the direction along the z-axis is the up-down direction.

The embodiment of the utility model discloses a marine supporting structure, referring to fig. 1-2, the supporting structure is arranged in a transverse channel between the top of a cabin wall plate 4 and the bottom of a deck 5, and at least comprises an anti-shake structure 1, two anti-floating structures 3 and a composite support 2 for providing anti-shake and anti-floating functions:

the anti-shake structure 1 is arranged at the top of the cabin wall plate 4, the anti-shake structure 1 comprises end panels 102 which are oppositely arranged left and right along x, and anti-shake blocks 106 are respectively arranged at two ends of the end panels 102;

the anti-floating structures 3 are arranged on the cabin wall plate 4 and are respectively positioned at two ends of the anti-shaking structure 1, and each anti-floating structure 3 comprises an anti-floating block 305 arranged towards the direction of the deck 5;

the composite support 2 is arranged at the bottom of the deck 5, the composite support 2 comprises an end baffle 205 which is vertically arranged towards the anti-shake structure 1 and a first panel 202 which is horizontally arranged towards the anti-floating structure 3, the contact area of collision is increased by the first panel 202 and the end baffle 205, so that load distribution is more uniform, and the overall structural strength of the composite support 2 is improved;

the anti-shake blocks 106 provide an anti-shake function for the cargo tank by contacting with the end baffles 205 at the same side, when the cargo tank rolls left and right, the anti-shake blocks 106 at the two ends of the anti-shake structure 1 collide with the end baffles 205 of the composite support 2, so that load is transferred to the composite support 2 and transferred to the deck 5 fixedly arranged on the ship body through the composite support 2, and a limit function is provided for the rolling of the cargo tank; the anti-floating block 305 provides an anti-floating function for the cargo tank by contacting the first panel 202 above the anti-floating block, and when the cargo tank moves upwards, the anti-floating block 305 collides with the first panel 202, transfers load to the composite support 2 and transfers the load to the fixedly installed deck 5 through the composite support 2, and provides a limiting function for vertical shaking of the cargo tank.

In an alternative embodiment, a predetermined gap is provided between the anti-shake block 106 and the end baffle 205 corresponding to the same side; the preset gap between the anti-floating block 305 and the first panel 202 corresponding to the same side is formed by calculating and determining the specific gap width according to the ship shape and the size of the supporting structure, and the typical range is 50 mm-75 mm, so that the anti-floating block is ensured to have enough shaking space, rigid collision and fracture are prevented, and a reasonable limiting anti-shaking effect is achieved.

In an alternative embodiment, composite support 2 further comprises:

a support web 201, which is a main supporting structure of the composite support 2, wherein the support web 201 is arranged vertically to the first panel 202 and the end baffle 205, and the top of the support web is connected to the deck 5 in an extending manner;

the upper web 203, the upper web 203 is vertically arranged between the first panel 202 and the deck 5 along the z-direction and is connected with the support web 201, which plays a role in supporting the first panel 202 and simultaneously strengthens the structural strength of the composite support 2.

Specifically, the carrier web 201 includes a transition section connecting the first panel 202 and the end baffles 205, with the transition section bottom generally being provided in an inclined configuration depending on the relative height relationship of the first panel 202 and the end baffles 205. The transition section includes a standoff panel 207 disposed at its bottom and perpendicular to the standoff web 201; reinforcing rib plates 206 are symmetrically arranged on two sides of the support web 201, the reinforcing rib plates 206 are parallel to the support panel 207, and the support panel 207 and the reinforcing rib plates 206 further improve the load capacity of the support web 201 and the structural strength of the composite support 2.

More specifically, the composite support 2 further includes a second support plate 208, where the second support plate 208 is vertically disposed on the reinforcing rib plate 206 and the support panel 207, and one side is connected to the end baffle 205; the second support plates 208 are symmetrically arranged on two sides of the support web 201, so that the impact strength of the end baffle 205 is effectively improved. A first toggle plate 204 is further arranged between the first panel 202 and the deck 5, the first toggle plate 204 being perpendicular to the upper web 203 and being arranged parallel and equidistant to each other for reinforcing the overall impact strength of the composite support 2.

In an alternative embodiment, the anti-roll structure 1 further comprises a first web 101, a first support plate 103 and a second support plate 104, wherein:

the first web 101 is vertically arranged between the two end panels 102 and is vertically connected to the bulkhead plate 4;

the first support plate 103 and the second support plate 104 are disposed in the horizontal direction and are each vertically connected between the two end panels 102 and the first web 101.

Specifically, the anti-shake structure 1 further includes a first support plate 108, where the first support plate 108 is vertically disposed between the first support plate 103 and the second support plate 104, and one side is connected to the end panel 102; the first support plates 108 are symmetrically arranged at two sides of the first web 101, so that the impact strength of the end panel 102 is effectively improved.

Specifically, the anti-shake structure 1 further includes end toggle plates 105, and the end toggle plates 105 are symmetrically disposed outside the two end panels 102, respectively, and are connected with the bulkhead plate 4, so that the installation stability of the end panels 102 is enhanced.

In an alternative embodiment, the anti-floating structure 3 further comprises a second web 301, a second panel 302 and a lower web 303, wherein the second web 301 is vertically arranged on the bulkhead plate 4, the second panel 302 is horizontally arranged and vertically connected to the top of the second web 301, the anti-floating block 305 is installed above the second panel 302, and the lower web 303 is vertically arranged between the second panel 302 and the bulkhead plate 4 and vertically connected to the second web 301, so as to play a role in supporting the second panel 302 and dispersing the load transmitted by the impact.

Specifically, a second toggle plate 304 is further disposed between the second panel 302 and the bulkhead plate 4, and the second toggle plates 304 are perpendicular to the lower web 303 and are disposed in parallel and equidistant from each other, so as to enhance the overall impact strength of the anti-floating structure 3.

In an alternative embodiment, a second limiting plate 306 is arranged around the anti-floating block 305 for positioning and mounting the anti-floating block 305; the first limiting plates 107 are arranged around the anti-shake block 106 and used for positioning and mounting the anti-shake block 106.

Specifically, a deformation fault-tolerant gap is reserved between the anti-floating block 305 and the second limiting plate 306; a deformation fault tolerance gap is reserved between the anti-swing block 106 and the first limiting plate 107. When the liquid cargo tank expands with heat and contracts with cold, the positions of the anti-rocking block 106 and the anti-floating block 305 can be changed to a certain extent, the sizes of the anti-rocking block 106 and the anti-floating block 305 can be changed slightly, and the limiting plate can reserve enough movable space for the anti-rocking block 106 and the anti-floating block 305, and meanwhile, the positions of the anti-rocking block 106 and the anti-floating block 305 can be limited to a certain extent, so that the supporting effect on the liquid cargo tank is guaranteed.

In summary, the supporting structure for the ship provided by the utility model can be applied to various ships including a container ship and a liquefied gas carrier with diamond-shaped cargo tanks, and has strong universality; the supporting structure plays a role of preventing shaking and floating by setting the floating-stopping structure, the shaking-preventing structure and the composite support, and the three structures are matched with each other, wherein the composite support can provide longitudinal limit and transverse limit of the end part, and has the advantages of combining functions, optimizing the structure, well solving the safety problem caused by shaking of the cargo tank in the ship sailing process, effectively utilizing the installation space between the deck and the cargo tank, reducing the installation quantity of the support with the traditional single function, reducing the structural stress concentration points, avoiding structural damage caused by strength and fatigue problems, limiting the transverse and vertical movement of the diamond cargo tank relative to the ship body, and improving the ship sailing safety. Therefore, the utility model effectively overcomes various defects in the prior art and has high industrial utilization value.

The above embodiments are merely illustrative of the principles of the present utility model and its effectiveness, and are not intended to limit the utility model. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the utility model. Accordingly, it is intended that all equivalent modifications and variations of the utility model be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.

Claims (10)

1. A marine support structure for a ship, the support structure disposed in a transverse passage between a bulkhead plate and a deck, the support structure comprising:

the anti-shake structure is arranged on the cabin wall plate and comprises end panels which are oppositely arranged, and anti-shake blocks are respectively arranged at two ends of the end panels;

the anti-floating structures are arranged on the cabin wall plate and are respectively positioned at two ends of the anti-shaking structure, and each anti-floating structure comprises an anti-floating block arranged towards the direction of the deck;

the composite support is arranged on the deck and comprises an end baffle plate which is vertically arranged towards the anti-shaking structure and a first panel which is horizontally arranged towards the anti-floating structure;

the anti-swing block provides an anti-swing function for the cargo tank by contacting with the end baffle on the same side, and the anti-floating block provides an anti-floating function for the cargo tank by contacting with the first panel on the same side.

2. The support structure of claim 1, wherein the support structure comprises a plurality of support members,

a gap is preset between the anti-shake block and the end baffle corresponding to the same side;

and a gap is preset between the floating stop block and the first panel corresponding to the same side.

3. The support structure of claim 1, wherein the composite mount further comprises:

a standoff web disposed perpendicular to the first panel and the end baffles and extending to connect to the deck;

and the upper web plate is vertically arranged between the first panel and the deck and is connected with the support web plate.

4. The support structure of claim 3, wherein the standoff web comprises a transition section connecting the first panel and the end shield, the transition section comprising a standoff panel disposed at a bottom of the transition section and perpendicular to the standoff web; reinforcing rib plates are symmetrically arranged on two sides of the support web plate, and are parallel to the support panel.

5. The support structure of claim 1, wherein the anti-roll structure further comprises:

the first web is vertically arranged between the two end panels and is vertically connected to the bulkhead plate;

the first supporting plate and the second supporting plate are vertically arranged between the two end panels and are vertically connected to the first web plate.

6. The support structure of claim 5, wherein the anti-roll structure further comprises:

the first support plate is vertically arranged between the first support plate and the second support plate, and one side of the first support plate is connected with the end panel; the first support plates are symmetrically arranged on two sides of the first web plate.

7. The support structure of claim 5, wherein the anti-roll structure further comprises:

the end toggle plates are symmetrically arranged on the outer sides of the two end panels respectively and are connected with the cabin wall plate.

8. The support structure of claim 1, wherein the anti-float structure further comprises:

the second web plate is vertically arranged on the bulkhead plate;

the second panel is horizontally arranged and vertically connected to the top of the second web plate, and the anti-floating block is positioned on the second panel;

and the lower web is vertically arranged between the second panel and the bulkhead plate and is vertically connected to the second web.

9. The support structure of claim 1, wherein the support structure comprises a plurality of support members,

the second limiting plates are arranged around the floating stop block and used for positioning and mounting the floating stop block;

the first limiting plates are arranged around the anti-shake block and used for positioning and mounting the anti-shake block.

10. The support structure of claim 9, wherein the support structure comprises a plurality of support members,

a deformation fault-tolerant gap is reserved between the anti-floating block and the second limiting plate;

and a deformation fault tolerance gap is reserved between the anti-swing block and the first limiting plate.