WO2023238988A1

WO2023238988A1 - Ship hull having thermal deformation prevention structure

Info

Publication number: WO2023238988A1
Application number: PCT/KR2022/013660
Authority: WO
Inventors: 이원민
Original assignee: (주)디에이치
Priority date: 2022-06-07
Filing date: 2022-09-13
Publication date: 2023-12-14
Also published as: KR102533892B1

Abstract

The present invention relates to a ship hull having a thermal deformation prevention structure and, specifically, comprises: a hull having an accommodation space therein; and a reinforcing member, which is provided in the accommodation space and prevents thermal deformation of the hull, wherein the hull includes: a hull bottom part for forming the bottom of the hull; shell plating positioned on both sides of the hull bottom part; and a plurality of hold frames, which protrude inward from the shell plating and are aligned in the longitudinal direction of the hull, and the reinforcing member includes: a first reinforcing plate, which is positioned on the hull bottom part, and has a plurality of hold frame insertion grooves into which each of the hold frames are inserted; and a pair of first fixing pieces, which are positioned on both sides of each of the hold frame insertion grooves and extend toward the top from the first reinforcing plate.

Description

Ship hull with thermal deformation prevention structure

The present invention relates to a ship hull with a thermal deformation prevention structure. More specifically, the present invention relates to a ship hull made of high density polyethylene (hereinafter abbreviated as "HDPE"), and some of the components installed on the ship hull are made of aluminum alloy ( By installing reinforcing members molded from (AL5083-H321) using the cross-bolting method, it is possible to reduce the weight of the ship, increase the propulsion efficiency of the ship, and improve fuel efficiency. In particular, it is possible to prevent severe thermal deformation due to sunlight. This relates to a ship hull with a thermal deformation prevention structure invented to prevent longitudinal and lateral thermal deformation of ship hulls made of HDPE material.

In general, a ship refers to a means of transportation that carries cargo and passengers and travels on the sea or river. These ships are classified into merchant ships, warships, fishing ships, special ships, etc., and are also classified into small ships, large ships, etc. depending on their size.

Additionally, small ships are classified into yachts, boats, combination boats, etc., and are manufactured from various materials. For example, it is made of FRP (Fiber Glas Reinforced Plastic (FRP)), wood, and aluminum.

In particular, FRP ships have the advantage of being mass-produced because they are manufactured using a mold method.

This FRP is a material that combines aromatic nylon fibers such as glass fiber, carbon fiber, and Kevlar and thermosetting resins such as unsaturated polyester and epoxy resin, and is a material with excellent durability, impact resistance, abrasion resistance, and processability.

Therefore, ships made of FRP have sufficient strength, are lighter, have no joints, have an attractive appearance, and have low hull resistance.

However, due to the nature of the material, FRP has the disadvantage of being highly susceptible to vibration upon impact, having a low modulus of elasticity, and having a large damaged area when damage such as cracks occurs.

In particular, FRP ships are highly likely to collide with reefs or other offshore structures during operation, as well as continuous vibrations such as slamming or springing, or large and small impacts such as wave collisions. Since it is constantly exposed to water, there is a high possibility of hull damage, which may eventually lead to flooding.

Meanwhile, polyethylene (HDPE) is a general-purpose thermoplastic resin and is a non-toxic, eco-friendly plastic with no environmental hormones detected. Such polyethylene is broadly divided into two types, low-density polyethylene with a low degree of crystallinity and high-density polyethylene with a high degree of crystallinity, depending on the pressurizing conditions during production.

This type of polyethylene has excellent mechanical performance, moisture resistance, moisture resistance, cold resistance, chemical resistance, electrical insulation, excellent moldability, and is inexpensive to manufacture, so it is used in large quantities for various containers, packaging materials, pipes, household miscellaneous goods, textiles, and wire coverings. .

Among these types of polyethylene, the yield strength of high-density polyethylene is about 27MPA, the specific gravity is about 1, and the environmental hormones bisphenol, phthalate, and melamine are not detected at all, so it is highly stable and has a heavy feel, so it does not easily tip over and does not break easily when dropped. It is highly durable, has no surface coating, and has high heat resistance (i.e. heat resistance), so it can be used in dishwashers, etc.

Meanwhile, in advanced countries overseas, research and development is underway to build ships using polyethylene, which can solve the shortcomings of fiber-reinforced plastics that cannot be recycled, or aluminum fishing boats that have weaknesses in ship cost and maintenance. In Korea, Korea Marine & Fire Insurance is conducting research and development. The Korea Transportation Safety Authority is conducting research to establish safety regulations related to polyethylene ship manufacturing in the future.

Here, in the case of polyethylene ships, the hull materials can be recycled when dismantled, and compared to aluminum ships, it is expected to have the advantage of lower cost and significantly lower risk of hull damage due to collision with reefs or other ships.

However, in the case of polyethylene ships, there was a problem in constructing watertight bulkheads at the bow and stern because the joining technology between members was different from existing composite materials such as aluminum or fiber-reinforced plastic. In other words, unlike steel, which is made by cutting plates into small units and attaching them by welding, and composite materials that are easy to join and overlap, ships using high-density polyethylene require large plates to be used due to the high thermal contraction coefficient of the material, and joining methods other than welding are used. There was a problem in constructing a watertight bulkhead using materials that were not available.

In addition, the high-density polyethylene welder is larger than a typical welder, so there is a problem in that the worker enters the narrow space below the deck and creates an area where upper-view welding is impossible during work.

To solve this problem, a plurality of hollow polyethylene balls with an air layer formed inside can be mounted on the lower deck of a polyethylene ship to prevent the ship from sinking due to impact.

However, ships equipped with polyethylene balls do not have watertight bulkheads, so the safety of the polyethylene ships themselves cannot be guaranteed, and there is a risk of performance deterioration and increased accident risk when the hull leaks, so there is a problem that is not a fundamental solution.

In particular, since high-density polyethylene material is subject to severe thermal deformation due to sunlight, if the ship's hull is built only with such high-density polyethylene material, significant longitudinal and lateral deformation due to heat will occur in the ship's hull. This can be prevented. There is a need for a construction method for a lathe hull, that is, a ship hull having a structure to prevent thermal deformation.

The present invention was devised to solve such conventional problems. Reinforcement members molded to a predetermined shape using aluminum alloy plates are installed on some of the components installed on the hull of a ship built with HDPE, It is possible to reduce the weight of the ship while increasing the reinforcement of the structure of the ship itself, increase the propulsion efficiency of the ship, improve fuel efficiency, and in particular, ship hulls made of HDPE material, which is subject to severe thermal deformation due to sunlight. The purpose is to provide a ship hull with a thermal deformation prevention structure that can significantly extend the life of the ship itself by preventing thermal deformation in the longitudinal and transverse directions in advance.

Another object of the present invention is to further install a temperature detection sensor and a cooling means around the reinforcing member and on the reinforcing member, and to operate the cooling means when the temperature of the reinforcing member rises above a predetermined temperature to further equip the reinforcing member. The aim is to provide a ship hull with a thermal deformation prevention structure that can more effectively prevent thermal deformation of the hull components in the longitudinal and transverse directions due to high temperatures.

Other detailed purposes of the present invention will be clearly understood and understood by experts or researchers in this technical field through the detailed contents described below.

One embodiment of a ship hull having a heat deformation prevention structure of the present invention for achieving the above object includes: a hull having an accommodation space therein and formed of high-density polyethylene; And a reinforcing member installed in the accommodation space and preventing thermal deformation of the hull,

The hull is,

a bottom forming the bottom of the hull; Shell plates located on both sides of the bottom of the ship; and a plurality of inboard ribs that protrude inward from the shell plating and are arranged along the longitudinal direction of the hull,

The reinforcing member is,

a first reinforcement plate located on the bottom of the ship and having a plurality of in-hatch rib insertion grooves into which the in-hatch ribs are respectively inserted; and a pair of first fixing pieces located on both sides of each of the window rib insertion grooves and extending upward from the first reinforcing plate.

In addition, the bottom portion includes a bottom plate forming the bottom of the hull; At least one girder groove formed long along the longitudinal direction of the hull; And a plurality of side girders inserted into the girder groove to support both sides of the girder groove and arranged along the longitudinal direction on both sides of the girder groove,

The reinforcing member includes: a second reinforcing plate spaced apart from the first reinforcing plate across the girder groove and positioned on the inner bottom plate of the upper side girder; And a floor reinforcement plate that is inserted into the girder groove to support both sides of the girder groove, is installed on each of the floor plates installed in the girder groove, and connects the first reinforcement plate and the second reinforcement plate. Do it as

In addition, the floor reinforcement plate protrudes in the longitudinal direction from both ends, has one surface positioned in close contact with one surface of the floor plates within the girder groove, and includes a pair of third fixing pieces each supporting the side girders adjacent to each other. It is characterized by including more.

In addition, the hull is located on the bottom plate of the bottom of the ship and further includes a center line girder installed on an inner center line of the bottom plate, and the second reinforcement plate is between the center line girder and one side of the girder groove. It is characterized by being located.

In addition, the second reinforcement plate is characterized in that it protrudes upward from one side and includes a second fixing piece coupled to the center line girder.

At this time, the hull, a plurality of inboard ribs, a center line girder, a plurality of side girders, etc. are molded from high-density polyethylene (HDPE) material with a yield strength of 27MPA and a specific gravity of 1, and the reinforcing member has a yield strength of 270MPA and a specific gravity of 2.7. It is characterized by being molded from a phosphorus aluminum alloy (AL5083-H321) sheet.

In addition, inside the hull, a temperature detection sensor that detects in real time the internal temperature of the hull on which the reinforcing members are installed; and a control unit that controls the operation of the cooling means by comparing the temperature detected through the temperature detection sensor with the reference temperature, wherein the temperature detected by the control unit through the temperature detection sensor is provided on one side of the reinforcing members. It is characterized by further installing at least one cooling means that operates to cool the reinforcing members when it is determined that the temperature has risen above the set reference temperature and a drive signal is output.

At this time, as an example of the cooling means, in a state that has a constant temperature characteristic and is installed with a cooling unit attached to one side of the reinforcing member, one side generates heat in response to the supply direction of the direct current voltage applied by the control unit. And, the other surface is characterized by a cooling operation and including a plurality of PTC thermistors (Positive Temperature Coefficient thermistors) that cool the reinforcing members.

In addition, as another example of the cooling means, a cooling coil is installed on one side of the reinforcing members, and a cooling system is installed on one side of the bottom plate that operates in response to the output signal of the control unit and supplies cold air to the cooling coil. Includes what is installed.

In addition, another example of the cooling means is installed in one of the grooves provided at the beginning of the side girders or floors joined in a lattice form, and operates in response to the output signal of the control unit to generate cold air. It includes a cooling fan that generates.

Meanwhile, prior to this, the terms and words used in the patent registration claims in this specification should not be construed as limited to their usual or dictionary meanings, and the inventor should use the concept of terms to explain his or her invention in the best way. It must be interpreted as meaning and concept consistent with the technical idea of the present invention based on the principle that can be appropriately defined.

Accordingly, the embodiments described in this specification and the configurations shown in the drawings are only one of the most preferred embodiments of the present invention, and do not represent the entire technical idea of the present invention, so at the time of filing the present application, various alternatives may be used to replace them. It should be understood that equivalents and variations may exist.

As described above, according to the ship hull with the thermal deformation prevention structure of the present invention, a reinforcing member having a predetermined shape is further installed using an aluminum alloy plate on some of each component installed on the hull of the ship built with HDPE. , the reinforcing power of the structure of the ship itself can be increased, as well as making the ship lighter, and in addition, the propulsion efficiency of the ship can be increased, fuel efficiency can be improved, and in particular, thermal deformation due to sunlight is severe. It is possible to prevent thermal deformation of the ship hull made of HDPE material in the longitudinal and transverse directions in advance, which has the effect of significantly extending the life of the ship itself.

In addition, in the present invention, a temperature detection sensor and a cooling means are further installed around the reinforcing member or on the reinforcing member, and when the temperature of the reinforcing member rises above a set temperature, the cooling means is activated, so that the area further equipped with the reinforcing member is operated. It is a very useful invention as it can more effectively prevent thermal deformation of the hull components in the longitudinal and transverse directions due to high temperatures.

Other effects of the present invention will be readily apparent and understood by experts or researchers in the technical field through the specific details described below or during the process of implementing the present invention.

1 is a schematic perspective view of a ship to which an embodiment of the present invention is applied.

Figure 2 is an enlarged perspective view of the main part of a ship to which an embodiment of the present invention is applied.

Figure 3 is an enlarged cross-sectional view of the main part of a ship to which an embodiment of the present invention is applied.

Figures 4 (a) to (c) are perspective views of reinforcing members applied in the present invention.

Figure 5 is a block diagram illustrating the combined state of the temperature detection sensor, control unit, and cooling means applied in another embodiment of the present invention.

Since the present invention can make various changes and take various forms, specific embodiments will be illustrated in the drawings and described in detail in the text. However, this is not intended to limit the present invention to a specific disclosed form, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

Terms such as first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another. For example, a first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component without departing from the scope of the present invention.

The terms used in this application are only used to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as “comprise” or “have” are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features or It should be understood that this does not exclude in advance the possibility of the presence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the technical field to which the present invention pertains.

Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and unless clearly defined in the present application, should not be interpreted as having an ideal or excessively formal meaning. No.

Hereinafter, with reference to the attached drawings, the operating conditions according to each configuration, including preferred embodiments according to the present invention, will be described in detail as follows.

Figure 1 shows a schematic perspective view of a ship to which an embodiment of the present invention is applied, Figure 2 shows an enlarged perspective view of the main part of a ship to which an embodiment of the present invention is applied, and Figure 3 shows a schematic perspective view of a ship to which an embodiment of the present invention is applied. It shows an enlarged cross-sectional view of the main part, and Figures 4 (a) to (c) show a perspective view of the reinforcing members applied in the present invention.

In addition, Figure 5 shows a block diagram for explaining the combined state of the temperature detection sensor, control unit, and cooling means applied in another embodiment of the present invention.

According to this, the ship hull of the heat deformation prevention structure to which an embodiment of the present invention is applied may include the shell plate 110 and the bottom 120, as shown in Figures 1 to 4 (a) to (c). there is. The bottom 120 may form the bottom of the hull 100. The shell plating 110 may be positioned on the outside of the bottom 120, respectively. The bottom of the shell 110 may be connected to the bottom 120. The bottom portion 120 and the shell plate 110 may be formed to extend from the bow to the stern. Since the bottom portion 120 and the shell plate 110 are formed to extend from the bow to the stern, the interior of the hull 100 can have an accommodating space of a predetermined size.

In addition, a plurality of window ribs 130 may be protrudingly installed inside the shell plate 110 of the hull 100. Such a plurality of window ribs 130 may be arranged along the longitudinal direction of the hull 100 (length direction of the hull) so as to protrude upward from the shell plate 110.

In addition, the bottom 200 forming the bottom of the hull 100 includes a bottom plate 121, a center girder 140, a plurality of side girders 150, a plurality of floor plates 160, and a girder horn 170. ), a margin plate 180, and an inner bottom plate 190.

At this time, the bottom plate 121 is installed to connect the bottom of the shell plate 110 and functions as a bottom plate for the bottom 120 of the hull 100.

In addition, the center line girder 140 is located on the bottom plate 121 and is installed in the longitudinal direction along the inner center line of the bottom plate 121 to perform a reinforcing function in the longitudinal direction of the hull.

Additionally, the plurality of side girders 150 may be installed in the longitudinal direction on both sides of the center line girder 140 on the upper surface of the bottom plate 121. And the plurality of floors 160 may be located on the upper surface of the bottom plate 121, and the plurality of floors 160 are located within the girder groove 170 formed between the side girders 150 adjacent to each other. They are installed in the transverse direction (width direction of the hull) at specified intervals.

Due to the plurality of side girders 150 and the plurality of floor plates 160, at least one girder groove 170 may be formed elongated along the longitudinal direction of the hull 100.

At this time, the floor plates 160 may be inserted and arranged along the transverse direction within the girder groove 170 and support the side girders 150 installed on both sides of the girder groove 170. .

In addition, the margin plate 180 is installed toward the window frame 130, including the upper surface of the side girder 150 and the floor plate 160, and the inner bottom plate 190 is installed on the center girder 140 and the center girder 140. It is installed between the side girders 150 or the margin plate 180 on the upper surfaces of the side girders 150.

Meanwhile, including the shell plate 110 and the bottom plate 121 of the hull 100, the plurality of inner frame frames 130, the center line girder 140, the plurality of floor plates 160, and the plurality of side girders ( 150), the margin plate 180 and the inner bottom plate 190 have a yield strength of about 27MPA and a specific gravity of about 1. Environmental hormones such as bisphenol, phthalate, and melamine are not detected at all, so they have high stability and are heavy, making them easy to tip over. It is highly durable as it does not fall or break easily when dropped, and includes molding using high-density polyethylene (HDPE) material, which has no surface coating and has a high heat resistance temperature (i.e., heat resistance).

Below, the functions of each component constituting the hull 100 will be looked at as follows.

First, the shell plate 110 functions as a longitudinal strength member to withstand not only water pressure and cargo pressure within the dock, but also collision with other ships and force within the cross section due to bending moment.

And the bottom plate 121 performs the function of a bottom plate for the bottom 120 of the hull 100, and its thickness is determined by the spacing of the ribs, the length of the ship, the full load draft, and the section coefficient of the central cross section of the hull. It is determined by the back, but is thick in the center and becomes thinner as it moves toward the bow and stern. However, since a large impact pressure due to slamming is applied to the bottom of the bow part, it is desirable to form this part to have sufficient thickness to withstand this pressure.

In addition, the plurality of inner ribs 130 perform the function of maintaining the lateral strength of the hull 100 and preventing sagging in the horizontal direction.

In addition, the center line girder 140 is a longitudinal strength member installed across the center of the bow and stern on the inside of the bottom plate 121, and the floor plates 160 arranged in the transverse direction in the hull 100 is connected with Since this is subject to concentrated loads during drying and drying, drilling continuous holes should be avoided. In the longitudinal framing method, since the floor spacing is large, it is advisable to install a bracket in the middle of the floor to support it.

In addition, the plurality of floor plates 160 have a girder groove 170 formed between the center girder 140 and the side girder 150 on the inside of the bottom plate 121, which is a defined position of the double bottom. In addition to being arranged and installed in the transverse direction, which is the width direction of the hull, they are installed on the transverse bulkhead, the lower part of the engine room, and the bow and bottom plates where large wave impact forces act. With this type of floor plate (160), in the case of a longitudinal frame type, a slot is drilled to penetrate the longitudinal frame, and to support the longitudinal frame installed on the bottom plate (121) and the inner bottom plate (190). For this purpose, vertical reinforcement may be attached.

In addition, the plurality of side girders 150 serve to simplify the connection between the bottom plate 121 and the inner bottom plate 190, and are installed on both sides of the center girder 140 and as much as possible in the bow part. It is desirable to penetrate through. However, it is also possible to cut between the floors (160) and attach reinforcement in the vertical direction to create a manhole hole for passage. In the case of longitudinal framing, it mainly serves to prevent lateral deformation of the floors, and is included in the longitudinal strength members. I don't order it.

In addition, the margin plate 180 is installed between the side girder 150 and the upper surface of the floor plate 160 on the side of the window frame 130, and makes the inner bottom plate 190 a watertight or oiltight structure. It is a member that constitutes the vicinity of the bridge at both ends.

In addition, the inner bottom plate 190 is a plate that covers the upper surface of the double bottom when installed on the upper surface of the center girder 140 and the side girder 150 and constitutes the inner bottom. When the plate 121 is damaged, the inner bottom plate 190 is subjected to water pressure, so it is desirable to install it with sufficient strength and a watertight structure to cope with this.

Meanwhile, a ship to which an embodiment of the present invention is applied further includes a reinforcing member 200 installed in the receiving space of the hull 100 to prevent thermal deformation of the hull 100 itself.

The reinforcing member 200 functions to prevent thermal deformation in the longitudinal and transverse directions of the hull 100 of a ship built with HDPE material.

At this time, the reinforcing member 200 may include a first reinforcing plate 210, a second reinforcing plate 220, and a floor reinforcing plate 230.

Among the reinforcing members 200, the first reinforcing plate 210 has a plurality of intra-window rib insertion grooves 211 into which the intra-window ribs 130 are respectively inserted, and upper sides on both sides of the intra-window rib insertion grooves 211. It has a configuration including a pair of first fixing pieces 212 extending toward the window rib 130 and the margin plate 180 in the longitudinal direction and In addition to lateral reinforcement, it also functions to prevent thermal deformation.

More specifically, the first reinforcement plate 210 has a shape corresponding to the margin plate 180, as shown in (a) of FIG. 4, and has a plurality of window ribs 130 on one side, respectively. A plurality of window rib insertion grooves 211 that can be inserted are formed at predetermined intervals, and a pair of first fixing pieces 212 extend upward from both sides of the window rib insertion grooves 211, respectively. has

The first reinforcing plate 210 is installed between the window frame 130 and the upper surface of the margin plate 180 and is installed between the window frame 130 and the window frame 130 through the first fixing piece 212. The first reinforcement plate 210 mounted on the upper surface of the margin plate 180 is detachably fixed to the window frame 130 using a plurality of bolts coupled to the window.

Therefore, the first reinforcing plate 210 has longitudinal and transverse reinforcing functions for the hold frame 130 and the margin plate 180 as well as the hull 100 itself, as well as the hold frame 130 and Through the action of dissipating heat generated from the margin plate 180 to the outside, the window ribs 130 and the margin plate 180 are prevented from being overheated and thermally deformed by solar heat, including heat generated from the engine. This can be prevented in advance.

In addition, the second reinforcement plate 220 is fixed to the upper surface of the inner bottom plate 190 at a position spaced apart from the first reinforcement plate 210 with the girder groove 170 in between. (190), as well as the longitudinal reinforcement function of the hull 100 itself and the function of preventing thermal deformation.

More specifically, the second reinforcement plate 220 has a shape corresponding to the inner bottom plate 190, as shown in (b) of FIG. 4, and has a second fixing piece 221 from one side upward. It has an extended or bent form.

The second reinforcement plate 220 is placed on the upper surface of the inner bottom plate 190 and is attached to the upper part of the center girder 140 or the side girder 150 through the second fixing piece 221. It is fixed and detachably installed on the upper part of the center girder 140 or the side girder 150 using a plurality of bolts coupled to.

Therefore, the second reinforcement plate 220 not only has a lateral reinforcing function for the inner bottom plate 190 but also the hull 100 itself, and also functions to radiate heat generated from the inner bottom plate 190 to the outside. Through this, it is possible to prevent the inner bottom plate 190, etc. from being overheated and thermally deformed by solar heat, including heat generated from the engine.

In addition, the floor reinforcement plate 230 has a pair of third fixing pieces 231 protruding from both ends in the longitudinal direction, and is in close contact with one surface of the floor plates 160 installed in the girder groove 170. It performs a lateral reinforcement function and a function of preventing thermal deformation of the floor plates 160, including the bottom plate 121, in a state arranged transversely to the width direction of the hull.

Specifically, the floor reinforcement plate 230 has a shape corresponding to the floor plate 160, as shown in (c) of FIG. 4, and the floor reinforcement plate 230 itself is formed in the longitudinal direction at both ends. The third fixing piece 231, which is fixed to the side girder 150 and simultaneously supports both sides of the floor reinforcement plate 230 to the side girder 150, has an extended or bent form.

Such a floor reinforcement plate 230 has one surface in close contact with the opposing surface of the floor plates 160, and a pair of third fixing pieces 231 provided at both ends of the side girders 150 adjacent to each other. It is fixed and detachably installed on the side girder 150 using a plurality of bolts coupled to the side girders 150 through the third fixing pieces 231 while being placed in close contact with the opposing surface. .

Therefore, the floor reinforcement plate 230 not only functions as a transverse reinforcement for the floor plates 160 but also for the hull 100 itself, and also radiates heat generated from the bottom plate 121 and the floor plates 160 to the outside. Through this action, thermal deformation of the bottom plate 121 and the floor plates 160 can be prevented in advance.

At this time, the upper portion of the third fixing piece 231 provided at both ends of the floor reinforcement plate 230 has the first reinforcement plate 210 and the second reinforcement plate 220 exposed toward the girder groove 170. ) It is desirable to extend it high so that it can directly contact the other surface.

In this way, the upper portion of the pair of third fixing pieces 231 provided at both ends of the floor reinforcement plate 230 contacts the other surfaces of the first reinforcement plate 210 and the second reinforcement plate 220. When extended as high as possible, the other surfaces of the first reinforcement plate 210 and the second reinforcement plate 220 are each caught on the rear surface of the third fixing piece 231 of the floor reinforcement plate 230. It has a shape. Accordingly, even without performing a separate fixing operation on the other side of the first reinforcement plate 210 and the second reinforcement plate 220, it is possible to prevent them from flowing in the longitudinal direction within the hull.

Meanwhile, although not shown, a plurality of heat dissipation fins are provided on the exposed outer surface of the first reinforcement plate 210, the second reinforcement plate 220, or the floor reinforcement plate 230 presented as the reinforcement member 200. It may also include further protruding molding.

For example, in the case of the first and

second reinforcement plates

210 and 220, a plurality of heat dissipation fins are further protruded from the upper surface, and in the case of the floor reinforcement plate 230, a plurality of heat dissipation fins are further protruded from the front surface. can be formed.

In this way, when a plurality of heat dissipating fins are further protruded and molded on the outer surface of the first reinforcing plate 210, the second reinforcing plate 220, or the floor reinforcing plate 230, the heat dissipating area for each reinforcing plate is Since it can be greatly expanded, the heat dissipation efficiency through each reinforcement plate can be greatly increased.

Here, the first reinforcement plate 210, the second reinforcement plate 220, and the floor reinforcement plate 230 presented as the reinforcement member 200 are aluminum alloys with a yield strength of 270MPA and a specific gravity of 2.7, e.g. For example, it is preferable to manufacture it using a plate molded from AL5083-H321.

The aluminum alloy (AL5083-H321) has a low specific gravity and excellent strength, so when used as a molding material for the reinforcing member 200 as described above, the weight of the hull can be reduced, thereby reducing fuel costs and enabling higher ship speeds. do.

Meanwhile, in the description so far, the first reinforcement plate 210, the second reinforcement plate 220, and the floor reinforcement plate 230 included in the reinforcement member 200 use a plurality of bolts as described above. Thus, a method of detachable and fixed installation on the window frame 130, the center line girder 140, or the side girder 150 was proposed, but the method is not limited to this and can be integrally fixed to each other using welding or adhesives. It may be possible.

In addition, the contact portion between the first reinforcing plate 210 and the floor reinforcing plate 230 and the contact portion between the second reinforcing plate 220 and the floor reinforcing plate 230, that is, one side of the floor reinforcing plate 230. Between the upper end of the third fixing piece 231 and the other side of the first reinforcement plate 210 in contact with it, and the upper end of the third fixing piece 231 on the other side of the floor reinforcement plate 230 and the second side in contact with it. The other side surfaces of the reinforcement plates 220 may be integrated into one reinforcement member 200 through welding.

In this way, when the first reinforcement plate 210, the second reinforcement plate 220, and the floor reinforcement plate 230 are integrated into one reinforcement member 200 through mutual welding, the first reinforcement plate ( 210), the second reinforcement plate 220, and the floor reinforcement plate 230, the reinforcing member 200 can be fixed and detachably installed on the hull at once, allowing for installation and disassembly of the reinforcing member. The time and labor costs can be significantly reduced.

In addition, in addition to the bolt fastening method or welding method used to fix the reinforcing member 200, between the bottom surface of the first reinforcement plate 210 and the upper surface of the margin plate 180, or the second reinforcement plate ( 220) and the upper surface of the inner bottom plate 190, and between the contact surfaces of the floor reinforcement plate 230 and the floor plate 160. A thermally conductive adhesive comprising any one of epoxy, urethane, and silicone is formed. Additional filling may be included.

In this way, by further filling the heat conductive adhesive between each contact surface, not only can the fixing force of the reinforcing members 200 fixed by bolts or welding be further improved, but also the hull 100 made of HDPE material can be further improved. The heat generated from each component plate, including, can be efficiently and quickly transferred to the reinforcing members 200 through a thermally conductive adhesive. Accordingly, the heat dissipation efficiency through each reinforcing member 200 can be significantly improved, and thus the thermal deformation prevention efficiency of each component plate including the hull can be further increased.

Meanwhile, Figure 5 shows a block configuration diagram for explaining the combined state of the temperature detection sensor, control unit, and cooling means applied in another embodiment of the present invention. According to this, a temperature detection sensor ( It may further include installing 300, a control unit 400, and at least one cooling means 500.

At this time, although not shown, the temperature detection sensor 300 is installed within the bottom 120 of the hull 100 where the reinforcing members 200 are installed or at each reinforcing member 200 within the bottom 120. In the installed state, the temperature of the internal space where the reinforcing member 200 is installed or the reinforcing member 200 itself is detected in real time and transmitted to the control unit 400.

In addition, although not shown, the control unit 400 has a reference temperature value determined internally and is installed in the bottom 120, and the temperature detected in real time through the temperature detection sensor 300 It performs a function of comparing the reference temperatures and controlling the operation of the cooling means 500 in response to the results.

In addition, although not shown, the cooling means 500 is installed on one side of the reinforcing members 200 and is detected in real time through the temperature detection sensor 300 in the control unit 400. When the temperature is determined to have risen above the set reference temperature and a predetermined driving signal is output, it operates and performs the function of cooling the reinforcing members 200 as well as the members on which the reinforcing members 200 are installed.

As such, in the present invention, the temperature detection sensor 300 and the cooling means 500 are further installed around the reinforcing member 200 or in the reinforcing member 200, and the temperature of the reinforcing member 200 is determined. When the temperature rises above this temperature, the cooling means 500 is activated to more effectively prevent thermal deformation in the longitudinal and transverse directions due to the high temperature in the hull structural plates in the area further provided with the reinforcing member 200. It can be prevented.

At this time, the cooling means 500 may have various configurations, and as an example, it may include a plurality of PTC thermistors 510.

The plurality of PTC thermistors 510 have constant temperature characteristics and, although not shown, are installed with a cooling unit attached to one side of the reinforcing member 200. One side of the plurality of PTC thermistors 510 fixed to the reinforcing member 200 generates heat, and the other side cools, corresponding to the supply direction of the direct current voltage output as the driving voltage from the control unit 400. It operates and performs a function of indirectly cooling the members on which the reinforcing member 200 is installed by directly cooling the reinforcing member 200.

Additionally, other examples of the cooling means 500 may include a cooling coil 520 and a cooling system 530. At this time, although not shown, the cooling coil 520 is installed in a zigzag shape on one side of the reinforcing members 200, and the cooling system 530 may be installed on one side of the bottom plate 121. .

In this way, when the cooling coil 520 is installed on one side of the reinforcing member 200 and the cooling system 530 is installed on the bottom plate 121, the control unit 400 uses the temperature detection sensor. When it is determined that the temperature detected in real time through (300) has risen above the predetermined reference temperature, the cooling system (530) is activated to flow the refrigerant to the cooling coil (520). Accordingly, the cold air emitted from the cooling coil 520 can automatically cool the reinforcing members 200 as well as the members on which the reinforcing members 200 are installed.

Additionally, another example of the cooling means 500 may include a plurality of blowing fans 540.

The plurality of blowing fans 540 are installed in one slot 151 provided at the beginning of the slots 151 (see cross-sectional view of FIG. 3) formed on the side girders 150, etc., which are coupled to each other in a lattice form. The plurality of blowing fans 540 are operated in response to the output signal of the control unit 400, and provide cold air to automatically cool the reinforcing members 200 as well as the members on which the reinforcing members 200 are installed. It performs the function of generating .

The embodiments of the cooling means 500 described above are not limited thereto, and the cooling means 500 may take any form as long as it can be cooled when the members on which the reinforcing members 200, including the reinforcing members 200, rise above a predetermined temperature. Cooling means (for example, water-cooled cooling means, heat sink, etc.) may be applied.

As described above, the present invention is not limited to the described embodiments, and it is obvious to those skilled in the art that various modifications and changes can be made without departing from the spirit and scope of the present invention.

Therefore, since it can be implemented in various other forms without departing from the technical idea or main features, the embodiments of the present invention are merely examples in all respects and should not be construed as limited, and can be implemented with various modifications. .

That is, although the detailed description of the present invention described above has been described with reference to preferred embodiments of the present invention, those skilled in the art or those skilled in the art will understand that the present invention described in the patent claims to be described later It will be understood that the present invention can be modified and changed in various ways without departing from the spirit and technical scope of the present invention.

Claims

A hull formed of high-density polyethylene and having a receiving space therein; And a reinforcing member installed in the accommodation space and preventing thermal deformation of the hull,

The hull is,

a bottom forming the bottom of the hull; Shell plates located on both sides of the bottom of the ship; and a plurality of inboard ribs that protrude inward from the shell plating and are arranged along the longitudinal direction of the hull,

The reinforcing member is,

a first reinforcement plate located on the bottom of the ship and having a plurality of in-hatch rib insertion grooves into which the in-hatch ribs are respectively inserted; and a pair of first fixing pieces located on both sides of each of the window rib insertion grooves and extending upward from the first reinforcing plate.
In claim 1,

The bottom of the ship,

a bottom plate forming the bottom of the hull;

At least one girder groove formed long along the longitudinal direction of the hull; and

A plurality of side girders are inserted into the girder groove to support both sides of the girder groove and are arranged along the longitudinal direction on both sides of the girder groove,

The reinforcing member is,

a second reinforcement plate spaced apart from the first reinforcement plate across the girder groove and positioned on the inner bottom plate of the upper part of the side girder; and

A floor reinforcement plate that is inserted into the girder groove to support both sides of the girder groove, is installed on each of the floor plates installed in the girder groove, and connects the first reinforcement plate and the second reinforcement plate. A ship hull with a thermal deformation prevention structure.
In claim 2,

The floor reinforcement plate is,

A row that protrudes in the longitudinal direction from both ends, has one surface positioned in close contact with one surface of the floor plates within the girder groove, and further includes a pair of third fixing pieces each supporting the side girders adjacent to each other. A ship hull with a deformation-resistant structure.
In claim 2,

The hull is,

It is located on the bottom plate of the bottom of the ship, and further includes a center line girder installed on an inner center line of the ship bottom, and the second reinforcement plate is located between the center line girder and one side of the girder groove. A ship hull with a structure that prevents thermal deformation.
In claim 4,

The second reinforcement plate is,

A ship hull with a thermal deformation prevention structure, comprising a second fixing piece that protrudes upward from one side and is coupled to the center line girder.
In claim 1,

A ship hull with a thermal deformation prevention structure, wherein the reinforcing member is formed of aluminum alloy.