JP4253662B2 - Upper deck structure of tanker manifold - Google Patents

Description

  The present invention relates to an upper deck structure of a manifold portion of a tanker having a ship side double structure.

  A so-called on-deck beam structure in which a beam is exposed on the upper deck is one of the upper deck structures that have been conventionally used. As an invention in which this structure is adopted for a cargo ship, there is a technique disclosed in Japanese Patent Laid-Open No. 2002-177891. This technology is intended to provide a ship deck structure with an on-deck beam that eliminates hard spots and eliminates high stress areas in the on-deck beam / deck girder assembly when the on-deck beam is provided on the deck. The purpose of the ship deck structure is to have an on-deck beam. A deck plate is attached to the deck girder, and the on-deck beam is arranged on the upper surface of the deck plate in a direction crossing the deck girder. Alternatively, this is achieved by using a member having a face material portion for the on-deck beam so that the deck girder and the on-deck beam are in contact with each other.

  In the on-deck beam structure disclosed in Japanese Patent Laid-Open No. 2002-177891, the small beam (beam) is exposed on the upper deck, but the large beam (girder) is installed under the floor plate of the upper deck. By the way, the applicant of the present application has further improved the on-deck beam structure employed in the cargo ship, and has adopted an upper deck structure in which the large beams are exposed on the upper deck.

The upper deck structure (hereinafter referred to as “the improved upper deck structure”) of the manifold portion of the tanker employed by the applicant of the present application will be described with reference to FIGS. Here, FIG. 7 is a plan view of the upper deck in the manifold portion of the tanker of the improved upper deck structure, FIG. 8 is a cross-sectional view taken along arrows VIII-VIII in FIG. 7, and FIG. 9 is a view taken along arrows IX-IX in FIG. FIG. In FIG. 7, the left side of the figure is the port side, and the upper side of the figure is the bow side.
In FIGS. 7 to 9, reference numeral 53 denotes a beam of the manifold portion related to the improved upper deck structure, and reference numeral 54 denotes a beam other than the manifold portion related to the improved upper deck structure.

  As shown in FIG. 7, in the manifold portion on the upper deck 13 of the tanker employing the improved upper deck structure, a plurality of cargo lines 21 (six in FIG. 7) are orthogonal to the traveling direction of the ship. The manifold 22 is connected to the front end of the port side. The position of the manifold 22 is standardized with a distance (L) from the port side of 4.6 m, and the space between the port side and the manifold 22 is a cargo handling work space 24 shaded by a shaded line. A spill tank 23 for receiving a load that leaks when loading and unloading the load is installed at the lower portion of the manifold 22.

  In FIG. 7, GNo. Is installed in order from the stern side (the lower side of the figure) to the girder erected on the upper deck. 100, GNo. 101, ... GNo. The number 105 is attached. Among these, beam number GNo. 100, GNo. 101 and GNo. As shown in FIG. 9, 105 girder 54 is erected on the upper deck 13, and its end is fixed to the upper end of the ship side cross beam 30. The ship-side cross girder 30 includes a ship-side outer shell 11, a ship-side inner shell 12, and a cross-girder web 31. The cross-girder web 31 is a plate-like member that connects the ship-side outer shell 11 and the ship-side inner shell 12. A cross beam stiffener 32 for reinforcing the cross beam web 31 is welded between the ship side outer shell 11 and the ship side inner shell 12 at a predetermined interval.

  The above are the main components of the improved upper deck structure. By adopting this improved upper deck structure, the cargo tank 18 becomes the ship-side inner shell 12 which is the wall surface, the upper deck floor 13 which is the ceiling surface, and the floor surface. The cargo tank 18 is frequently surrounded by a ship's inner shell, not shown, and the cargo tank 18 is easily and easily cleaned of cargo. Has been a significant reduction in labor.

By the way, the above-described six cargo lines 21 have beam numbers GNo. 102, GNo. 103 and GNo. 104 is installed on both sides of the three large beams 53, but the installation position of the manifold 22 at the tip of the six cargo lines 21 (that is, the manifold portion) secures a space for installing the spill tank 23. There must be. Therefore, as shown in FIG. 8, the end of the girder 53 is fixed to the upper end of the ship side cross beam 30 as in the case of the girder 54. Is immersed in the cargo tank 18, and the large beam 53 on the upper deck is a two-stage beam with two upper edges when viewed from the side surface. A reinforcing web 55 which is a part of the large beam 53 is attached along the web of the large beam 53 so as to protrude into the tank 18. With this shape, the large beam 53 has the same bending strength and shear strength as the large beam 54.
JP 2002-177891 A

However, since the improved upper deck structure adopts the above configuration, the large beam 53 is exposed in the above-described cargo handling work space 24. For this reason, in the case of connection work between the manifold 22 performed when loading and unloading the load and the tip of the loading / unloading loading arm installed on the quay or cleaning work of the manifold 22, There is a problem that it is necessary to carry out while frequently crossing over the beam 53, and the work efficiency is lowered.
Further, in order to install the spill tank 23 having a predetermined height on the upper part of the girder 53 and position the manifold 22 thereon, the height (H ₂ ) from the upper deck 13 of the manifold 22 is inevitably set. It must be high.

  By the way, as described above, the technique disclosed in Japanese Patent Application Laid-Open No. 2002-177891 eliminates hard spots in the connection between the on-deck beam and the deck girder and eliminates the high stress portion when the on-deck beam is provided on the deck. It is intended to obtain a ship deck structure with an on-deck beam, and is not intended for an improved upper deck structure. It has not been done.

  Therefore, the present invention optimizes the height from the upper deck of the manifold without sacrificing the advantage of the improved upper deck structure that greatly reduces the labor of cleaning work in the cargo tank, By minimizing the number of protrusions on the space for loading and unloading work, work efficiency in connecting and connecting the manifold and the tip of the loading arm for loading and unloading, and cleaning the manifold, which is performed when loading and unloading loads, is improved. An object of the present invention is to provide an upper deck structure of a tanker manifold part that can be improved.

In order to achieve the above object, the upper deck structure of the manifold portion of the tanker according to claim 1 of the present application is a girder (girder) installed on the upper side of a ship side cross beam disposed in a ballast tank on both sides of a cargo tank. In the upper deck structure of the tanker manifold part installed on the upper deck, the girder whose end is fixed to the cross beam cantilever projecting from the upper part of the ship side cross beam into the cargo tank The heel side end of the girder (girder) is located on the inner side of the ship than the end of the manifold part , and the spill tank is placed on the upper deck floor plate on the shore side from the heel side end of the girder (girder). Te, the upper height from the deck floor of the manifold portion (H ₁₎ was low and the flat working floor on the upper deck floor broadside from the manifold as a load-handling space , Characterized in that.
Moreover, the upper deck structure of the manifold part of the tanker according to claim 2 of the present application is the upper deck structure of the manifold part of the tanker according to claim 1 of the present application, wherein the lower end edge and the front end edge of the cross beam cantilever are adjacent to each other. The horizontal girder cantilever beams are connected to each other by a plate material to form a watertight compartment with the cargo tank, and the space communicates with the ballast tank.
And the upper deck structure of the manifold part of the tanker according to claim 3 of the present application is the upper deck structure of the manifold part of the tanker according to claim 1 or claim 2 of the present application, and the girder in the manifold section is the upper deck floor board. The transverse girder cantilever is fixed to the horizontal girder cantilever, and the transverse girder cantilever is a plate-like member and is suspended from the upper deck.

According to the invention of claim 1 of the present application, the upper deck structure in which the girder installed on the upper part of the ship side cross beam arranged in the ballast tank on both sides of the cargo tank is installed on the upper deck is provided. Yes. Since this structure is the above-described improved upper deck structure itself, it has the advantages of the improved upper deck structure as it is.
In addition, in the manifold part on the upper deck, the side end of the large beam is located on the inner side of the ship than the end of the manifold in plan view, so that the large beam is not exposed in the cargo handling work space described above. Can work on a flat upper deck. Furthermore, since the spill tank can be placed directly on the upper deck, the height from the upper deck of the manifold can be optimized. For this reason, it is possible to reduce the work effort in connecting the manifold and the loading arm when loading and unloading the load, cleaning the manifold, and the like. In addition, the ship inner side refers to the ship center line side parallel to the traveling direction of the ship, and the manifold portion refers to an area on the upper deck where a plurality of manifolds are installed.
And since the girder in the manifold section is fixed to the cantilever beam that protrudes into the cargo tank from the upper part of the ship side cross beam, if the bending strength and shear strength of the cross beam cantilever are sufficient The strength similar to that of the conventional improved upper deck structure can be ensured.

Further, according to the invention according to claim 2 of the present application, since the lower end edge and the front end edge of the adjacent cantilever beams are connected by the plate material, a space that is partitioned watertight from the cargo tank is formed. The horizontal girder cantilever is housed in a watertight compartment with a housing shape. From the cargo tank side, it is installed at the corner between the smooth ship side inner wall and the upper deck. It has become a housing. For this reason, compared with the case where the horizontal girder cantilever is exposed and protrudes into the cargo tank, the blind spot during the cleaning operation in the cargo tank is reduced, and the labor of the cleaning operation is reduced.
Furthermore, since the water-tightly partitioned space communicates with the ballast tank, the inspection work of the horizontal girder cantilever can be performed from within the ballast tank, and a maintenance stage for inspection of the horizontal girder cantilever can be installed in the cargo. There is no need to install it in the tank.

  And according to the invention concerning Claim 3 of this application, the big beam in a manifold part is being fixed to the cross beam cantilever via the floor board of an upper deck. Therefore, the floor deck of the upper deck can be used as a structural member for the horizontal girder cantilever, so that the bending strength and shear strength of the horizontal girder cantilever can withstand external forces acting on the manifold part via the large beam. Moreover, since it is not an intricate structure, the blind spot at the time of the cleaning operation in a cargo tank decreases, and work efficiency improves.

  Example 1 and Example 2 according to the best mode for carrying out the invention according to each claim of the present application will be described with reference to FIGS. 1 is a plan view of the upper deck in the manifold portion of the upper deck structure according to the first embodiment, FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 1, and FIG. 4 is a cross-sectional view taken along the arrow V-V in FIG. 4, and FIG. 6 is a view taken along VI in FIG. 4. It is -VI arrow sectional drawing. 1 and 4, the left side of the figure is the port side, and the upper side of the figure is the bow side.

  1 to 6, reference numeral 11 is a ship-side outer shell, reference numeral 12 is a ship-side inner shell, reference numeral 13 is an upper deck, reference numeral 15 is a ballast tank, reference numeral 16 is a cross beam web through hole, reference numeral 18 is a cargo tank, reference numeral 21 is a cargo line, 22 is a manifold, 23 is a spill tank, 24 is a cargo handling space, 30 is a ship side cross, 31 is a cross web, 32 is a stiffener, 40 is a cross piece Cantilever, reference numeral 41 is a cantilever web, reference numeral 42 is a lower edge connecting plate, reference numeral 43 is a leading edge connecting plate, reference numeral 44 is a ship side inner shell through hole, reference numeral 45 is a cantilever web through hole, and reference numeral 51 is an implementation. The large beam of the manifold part according to Example 1 and Example 2, and the reference numeral 52 are large beams other than the manifold part according to Example 1 and Example 2. The same elements as those in FIGS. 7 to 9 are denoted by the same reference numerals. Further, CL in FIGS. 1 to 6 indicates a ship center line (the same applies to FIGS. 7 to 9).

  First, the upper deck structure of the manifold portion of the tanker according to the first embodiment will be described with reference to FIGS. 1 to 3.

  The upper deck structure of the manifold portion of the tanker according to the first embodiment is mainly provided on a pair of ship side girders 30 and 30 located on both sides and on the cargo tank 18 side in the upper part of the ship side cross beam 30. It is comprised from a pair of cross-girder cantilever beams 40 and 40, and the several large beam 51 constructed by a pair of cross-girder cantilever beams 40 and 40. FIG.

  The ship-side cross girder 30 is a plate-like member that connects the ship-side outer shell 11 and the ship-side inner shell 12, and has a function of integrating the ship-side outer shell 11 and the ship-side inner shell 12 to increase the bending rigidity of the ship in the ship's direction. The large beam 51 and the large beam 52 are placed on the upper end portion of the ship side cross beam 30 so that they can sufficiently withstand the load acting on the large beam 51 and the large beam 52. Further, the ballast tank 15 is formed by the ship-side outer shell 11 and the ship-side inner shell 12, but the ship-side cross girder 30 keeps the ship-side outer shell 11 and the ship-side inner shell 12 at a predetermined distance and increases the width of the ballast tank 15. It also plays a role to make it constant. The ship-side cross girder 30 is provided with a cross-girder web through-hole 16 for communicating the ballast tank 15, and a plurality of cross-girder stiffeners 32 are provided to increase the rigidity of the ship-side cross girder 30. The ship side outer shell 11 and the ship side inner shell 12 are welded so as to be orthogonal to the ship side cross beam 30.

  In FIG. 1, in the same manner as in FIG. 100, GNo. 101, ... GNo. The number 105 is attached. Among these, beam number GNo. 102 to GNo. 104 is the large beam 51, and the beam number GNo. 100, GNo. 101 and GNo. Reference numeral 105 denotes a large beam 52.

  The girder 51 is installed on the upper deck floor 13, and the ridge side end of the girder 51 is located on the inner side of the ship with respect to the end of the manifold 22, and the girder 51 is a cantilever beam 40 across the upper deck floor 13. It is mounted and fixed on the top.

The cross girder cantilever 40 is composed of a cantilever web 42 that is a plate-like vertical member, and projects from the upper part of the ship side cross girder 30 into the cargo tank 18. The base portion of the cantilever web 42 is welded to the ship-side inner shell 12, and the upper portion of the cantilever web 42 is welded to the upper deck board 13. The center line coincides with the center line of the plate thickness of the cross beam web 31 in the vertical direction, and coincides with the center line of the plate thickness of the web of the large beam 51. Further, a stiffener 32 for increasing the rigidity of the ship side cross beam 30 is welded at a position corresponding to the lower end of the base portion of the cantilever beam 42.
The overhang length of the horizontal girder cantilever 40 into the cargo tank 18 is such that a predetermined length overlaps the end of the large beam 51, and the upper portion of the cantilever web 42 is the upper deck floor plate. By being welded to 13, the upper deck floor 13 also plays a role of increasing the rigidity of the cross beam cantilever 40.

In Example 1, since the structure of the girder 51 is the above-mentioned structure, the upper deck floor board 13 of a manifold part is flat. Therefore, since the spill tank 23 can be placed on the upper deck 13, the height (H ₁ ) from the upper deck 13 of the manifold 22 located on the spill tank 23 is determined from H ₂ (see FIG. 8). Can also be lowered. In addition, the cargo handling work space 24 has no projections such as large beams and forms a flat work floor.
Since the configuration of the girder 52 is substantially the same as the configuration of the conventional girder 54, it has the advantages of the improved upper deck structure described above.

Next, the upper deck structure of the manifold portion of the tanker according to the second embodiment will be described with reference to FIGS. 4 to 6 and FIG. The upper deck structure of the manifold portion of the tanker according to the second embodiment is similar to the upper deck structure of the manifold portion of the tanker according to the first embodiment. 30 and a pair of horizontal girder cantilevers 40 and 40 projecting on the cargo tank 18 side, and three large beams 51 installed on the pair of cross girder cantilevers 40 and 40. Therefore, the second embodiment and the first embodiment are the same in appearance.
Since the second embodiment is different from the first embodiment in the configuration of the cross beam cantilever 40, here, the cross beam cantilever beam 40 according to the second embodiment will be mainly described.

  As shown in FIG. 4, in Example 2, as in Example 1 (see FIG. 1), the GNo. Is installed in order from the stern side (lower side of the figure) to the girder laid on the upper deck 13. 100, GNo. 101, ... GNo. No. 105, and beam number GNo. 102 to GNo. 104 is the large beam 51, and the beam number GNo. 100, GNo. 101 and GNo. Reference numeral 105 denotes a large beam 52. The girder 51 is placed and fixed on the cross beam cantilever 40 through the upper deck 13 and the end of the girder 52 is fixed to the upper end of the ship side girder 30 (girder 52 Is the same as that of the first embodiment, and the description thereof is omitted.

The configuration of the individual cantilever beams 40 is the same as that of the first embodiment, but the lower end edges of the adjacent cantilever webs 41 of the three cantilever beams 40 are connected by the lower end edge connecting plate 42. The front edges are connected by a front edge connecting plate 43, and the external shape from the cargo tank 18 is a casing having a trapezoidal cross section at the corner formed by the ship-side inner shell 12 and the upper deck 13 GNo. 102 of the cantilever web 41 of the cross beam cantilever 40 that receives the large beam 51 of 102 and the GNo. A state in which a casing having a cantilever web 41 surface of a transverse girder cantilever 40 receiving a large beam 51 of 104, a front end surface as a front end edge connecting plate 43, and a lower end surface as a lower end edge connecting plate 42 is attached. It has become.
And GNo. Of the wall surface of the ship side inner shell 12 which comprises the housing | casing whose said cross section is trapezoid. 102 and GNo. 103 and GNo. 103 and GNo. A ship-side inner shell through-hole 44 is formed between 104, and the space in the housing communicates with the ballast tank 15 and becomes a part of the ballast tank 15. Furthermore, GNo. A cantilever web through hole 45 is formed in the cantilever web 41 of the cross beam cantilever 40 to receive the 103 large beam 51.

Since the horizontal girder cantilever 40 according to the second embodiment has the above-described configuration, when viewed from the cargo tank 18 side, the smooth wall surface of the ship-side inner shell 12 is bent into the cargo tank, and the ship-side inner shell 12 A casing having a trapezoidal cross section is formed at the corner between the upper portion of the wall surface and the upper deck 13. For this reason, the cargo tank 18 is surrounded by a smooth wall surface, a floor surface (a bottom inner shell not shown) and a ceiling surface (the back surface of the upper deck 13). Compared with the first embodiment in which 40 is exposed, the blind spot during the cleaning operation in the cargo tank 18 is reduced, and the labor of the cleaning operation is reduced.
Further, since the lower edge connecting plate 42 can be a structural member, the shape of the cross beam cantilever 40 can be made smaller.

  Further, since the space in the casing having the trapezoidal cross section communicates with the ballast tank through the ship-side inner shell through hole 44, the inspection work of the cross beam cantilever 40 is performed from the ballast tank 15 to the ship-side inner shell through hole 44. The maintenance stage for checking the cross beam cantilever 40 need not be installed in the cargo tank 18.

1 is a plan view of an upper deck in a manifold portion of an upper deck structure according to a first embodiment. 2 is a cross-sectional view taken along the line II-II in FIG. FIG. 3 is a cross-sectional view taken along arrows III-III in FIGS. 1 and 4. FIG. 4 is a plan view of the upper deck in the manifold portion of the upper deck structure according to the second embodiment. 5 is a cross-sectional view taken along line VV in FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. FIG. 7 is a plan view of the upper deck in the manifold portion of a tanker having an improved upper deck structure. 8 is a cross-sectional view taken along arrow VIII-VIII in FIG. 9 is a cross-sectional view taken along arrow IX-IX in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Ship side outer shell 12 Ship side inner shell 13 Upper deck floor board 15 Ballast tank 18 Cargo tank 21 Cargo line 22 Manifold 23 Spill tank 24 Cargo work space 30 Ship side cross girder 31 Cross girder web 40 Cross girder cantilever 42 Lower end edge connection plate 43 Front edge connecting plate 51 Large beam of manifold section according to first and second embodiments 52 Large beam other than manifold section according to first and second embodiments 53 Large beam of manifold section according to conventional example (improved upper deck structure) 54 Large beams other than the manifold part related to the conventional example (improved upper deck structure)

Claims (3)

In the upper deck structure of the tanker manifold section where the girder (garder) installed on the upper side of the ship side cross beam arranged in the ballast tank on both sides of the cargo tank is installed on the upper deck,
It consists of the girder that is fixed at its end to a cantilever beam that projects into the cargo tank from the top of the ship side beam.
The side end of the girder (girder) is located on the inner side of the ship than the end of the manifold part , and the spill tank is placed on the upper deck floor plate on the side of the girder from the side end of the girder (girder). A tanker characterized in that the height (H ₁ ) from the upper deck floor plate of the manifold portion is lowered and the upper deck floor plate on the heel side from the manifold portion is a flat work floor as a cargo handling work space . Manifold upper deck structure.   A lower end edge and a front end edge of the horizontal girder cantilever are connected to each other between the adjacent horizontal girder cantilever beams with a plate material to form a space that is watertightly partitioned from the cargo tank. The upper deck structure of a manifold portion of a tanker according to claim 1, wherein the upper deck structure communicates with a tank.   The girder in the manifold section is fixed to the cross beam cantilever via an upper deck floor plate, and the cross beam cantilever is a plate-like member and is suspended from the upper deck floor plate. The upper deck structure of the manifold part of the tanker according to claim 1 or 2.

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