KR20180102864A - Container ship cargohold with longitudinal centerline bulkhead - Google Patents

Abstract

Disclosed is a structure of a container ship cargo tank having a longitudinal partition wall therein. More specifically, the present invention relates to the structure of a container ship cargo tank including hatch coaming, an upper deck, and a cargo tank, wherein a longitudinal partition wall is installed in the center of the container ship cargo tank to disperse stress and remove a non-watertight transverse partition wall so that manufacturing costs can be reduced.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a structure of a container ship having a longitudinal bulkhead,

The present invention relates to a structure of a container cargo hold, and more particularly, to a container cargo hold having a longitudinal bulkhead at the center of a container cargo hold to disperse stresses and eliminate non-watertight bulkheads, Structure.

In general, the strength of the hull is divided into longitudinal strength, transverse strength and local strength for convenience, and the longitudinal strength refers to the strength required to withstand the longitudinal load of the hull.

The transverse strength refers to the strength of the hull capable of withstanding the load acting in the width direction of the hull, and the local strength refers to the strength of numerous local members themselves such as plates, columns, and beams constituting the hull.

In the case of container ships, the upper structures such as upper decks, hatch coamings, and outer shells have open windows in the cargo hold, and thick plates and high tensile steels are used to satisfy the longitudinal strength and appropriate transverse bulkheads are to be provided to cope with lateral strength.

FIG. 1 is a view for comparing the characteristics of a conventional crude oil carrier and container ships having an opening window at the top according to the structure.

As shown in FIG. 1, when the main specifications and loads of the two ships are the same, the crude cargo ship 10 shown on the left side is positioned with the upper deck 11 having a predetermined thickness on the upper side, The open window 23, the upper deck 21 and the hatch coaming 22 are located.

In this case, there is a difference in the following structural characteristics when a cross section of a ship having an opening window is compared with a container ship 20 as compared with a ship having the same cross section as the crude oil carrier 10.

That is, due to the presence of the opening windows, the neutral axis 30 of the ship descends relatively close to the floor, so that the stress applied to the upper deck plate, the hatch coaming and the outer shell is reduced by a decrease in the value of moment of inertia, Increases significantly by an increase in the vertical distance from the neutral axis.

Accordingly, a ship having an opening window like the container vessel 20 needs to be reinforced as compared with a vessel having the same section as the crude oil carrier 10. If all portions are uniformly reinforced, I of the inertia value is small and the amount of change of the neutral axis 30 is small, the reinforcement effect is still insignificant because the stress is still large in the upper structure.

Therefore, due to the characteristics of the container line with open window, thicker plates and high tensile steel are used for upper structures such as upper deck, hatch coaming and outer shell to overcome such stresses.

Hatch Coaming, Upper Deck, and Outer Shell Plate for Outer Shell are used to cope with increasing load due to the increase in size of container ships. And UAS 33, which is prescribed by the International Association of Classification Societies (IACS), requires the use of BCA steel in excess of 50mm, and the upper deck is required to use BCA steels. Therefore, problems such as the supply and demand of steel are added there was.

Korean Patent Publication No. 10-2013-0129641

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to solve such a problem by providing a structure of a container ship holding cargo including a hatch coaming, an upper deck and a cargo hold by providing a longitudinal bulkhead at the center of the cargo hold of the container hull, To provide a structure of a very large container ship holding vessel having internal longitudinal bulkheads capable of reducing manufacturing cost by reducing the thickness of the extreme thick plate and eliminating the non-watertight transverse bulkhead.

In order to achieve the above object, the present invention provides a structure of a container ship cargo hold including a hatch coaming, an upper deck and a cargo hold, wherein a longitudinal bulkhead is provided at the center of the cargo hold of the container hull, There is provided a structure of a very large container ship holding vessel having an internal longitudinal bulkhead characterized in that no partition is provided.

According to the above structure of the present invention, the longitudinal bulkhead is provided at the central portion to reduce the thickness of the extreme thick plate, and also to reduce the thickness of the general steel material, not the BCA steel, It can be used, which can bring about a remarkable effect of cost reduction.

FIG. 1 is a view for comparing the characteristics of a conventional crude oil carrier and container ships having an opening window at the top according to the structure.
FIG. 2 is an exemplary view showing the structure of a very large container ship holding conventional type non-watertight transverse bulkhead and the applied plate thickness in color.
FIG. 3 is an exemplary view showing the structure of a very large container ship holding the longitudinal bulkhead in accordance with the present invention and the non-watertight transverse bulkhead removed and the thickness of the applied plate in color.
Fig. 4 is a view comparing the state where the longitudinal bulkhead is provided and the non-watertight transverse bulkhead is removed by the present invention.

For a better understanding of the present invention, a preferred embodiment of the present invention will be described with reference to the accompanying drawings. The embodiments of the present invention may be modified into various forms, and the scope of the present invention should not be construed as being limited to the embodiments described in detail below. The present embodiments are provided to enable those skilled in the art to more fully understand the present invention. Therefore, the shapes and the like of the elements in the drawings can be exaggeratedly expressed to emphasize a clearer description. It should be noted that in the drawings, the same members are denoted by the same reference numerals. Further, detailed descriptions of well-known functions and configurations that may be unnecessarily obscured by the gist of the present invention are omitted.

FIG. 3 is an exemplary view showing the structure of a container ship hold with longitudinal barrier ribs according to the present invention and the thickness of the applied plate in color.

In order to achieve the above-mentioned object, as shown in FIG. 3, the conventional non-watertight transverse bulkhead 40 (see FIG. 2) at the center of the cargo hold is removed and a longitudinal bulkhead is additionally formed at the center of the cargo hold. The longitudinal barrier rib 100 having such characteristics will be described with reference to FIG.

As described above, the feature of the present invention resides in that firstly, the longitudinal partition wall 100 is additionally formed at the center portion and secondly, the non-watertight transverse partition wall 40 is removed.

As described in the Background Art, as the size of the container ship has recently been increased, it is necessary to reinforce the strength by using a very thick plate and super high tensile steel. In addition, there is a problem in URS 33 defined by the International Association of Classification Societies (IACS) in excess of 50mm, and the upper deck requires the use of BCA steel.

Therefore, according to a first aspect of the present invention, there is an effect that the stress applied to the upper deck, the hatch coaming, and the adjacent outer shells of the upper deck is dispersed by providing the middle portion with the longitudinal partition walls 100 and arranging the members contributing to the longitudinal strength.

In other words, it is possible to satisfy the structural strength with the existing thick plate by reducing the thickness of extreme thick plate, which can solve cost and supply problems due to the use of extreme plate and super high tensile steel of super large container ship. In addition, BCA steel may not be applied with a plate of 50 t or less, which can bring about a remarkable effect of cost reduction.

Also, as a second feature of the present invention, it is possible to reduce the length of the ship by the length of the transverse bulkhead of each cargo hold by disposing the non-watertight transverse bulkhead of the existing cargo hold.

Conventional container ships were able to prevent twisting of the hull due to torsional load by arranging members including non-watertight transverse bulkheads arranged at the center of the hull. However, according to the present invention, since the longitudinal bulkhead is provided at the center of the ship, it can withstand the torsional load, so that the existing central non-watertight transverse bulkhead can be removed.

Accordingly, as shown in FIG. 4, since the existing non-watertight transverse bulkhead 40 is removed, the length of the cargo hold can be reduced to reduce the length of the hull, thereby reducing the longitudinal load applied to the hull And it is possible to reduce the weight of the hull, or to build a cargo window corresponding to the reduced length, it is possible to load additional containers.

It is to be understood that the embodiments of the present invention having the longitudinal bulkheads of the present invention described above are merely illustrative and that those skilled in the art will appreciate that various modifications and equivalent It will be appreciated that other embodiments are possible. Therefore, it is to be understood that the present invention is not limited to the above-described embodiments. Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims. It is also to be understood that the invention includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.

10: Crude oil carrier
20: Container vessel
30: Neutral axis
100: longitudinal bulkhead

Claims (2)

In a structure of a container ship holding including a hatch coaming, an upper deck, and a cargo hold,
Characterized in that a longitudinal bulkhead is provided at the center of the cargo hold of the container hull. The method according to claim 1,
Characterized in that the non-watertight transverse bulkheads at the center of each cargo hold are removed and the length of the hull is reduced by the length of the removed non-watertight transverse bulkheads.

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