CN221418524U - Bow structure of ship and ship - Google Patents
Bow structure of ship and ship Download PDFInfo
- Publication number
- CN221418524U CN221418524U CN202322970782.9U CN202322970782U CN221418524U CN 221418524 U CN221418524 U CN 221418524U CN 202322970782 U CN202322970782 U CN 202322970782U CN 221418524 U CN221418524 U CN 221418524U
- Authority
- CN
- China
- Prior art keywords
- ship
- bow structure
- straight portion
- side outer
- preset
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 101100272667 Xenopus laevis ripply2.2 gene Proteins 0.000 claims 2
- 229910000831 Steel Inorganic materials 0.000 abstract description 7
- 238000010276 construction Methods 0.000 abstract description 7
- 239000010959 steel Substances 0.000 abstract description 7
- 239000002699 waste material Substances 0.000 abstract description 6
- 238000004519 manufacturing process Methods 0.000 abstract description 5
- 230000005484 gravity Effects 0.000 abstract description 4
- 230000009467 reduction Effects 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 210000001503 joint Anatomy 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Butt Welding And Welding Of Specific Article (AREA)
Abstract
The utility model belongs to the technical field of ships and discloses a ship bow structure and a ship, wherein the ship bow structure comprises a deck, side outer plates on two sides and an anti-collision bulkhead, the deck and the side outer plates on two sides are mutually surrounded, and the side outer plates on two sides are symmetrically arranged relative to the center of a ship body; the anticollision bulkhead sets up in the downside of deck, and the anticollision bulkhead includes interconnect's straight portion and two tilting portions, and two tilting portions symmetry respectively set up in the both sides of straight portion, and straight portion and hull center intersect perpendicularly, and the one end slope setting of straight portion is kept away from to tilting portion to the contained angle between messenger's tilting portion and the broadside planking is not less than 75. The ship bow structure can reduce the intersection angle of the outer side of the anti-collision bulkhead and the side outer plate, optimize the design of the bow structure and reduce steel waste. The ship has the ship bow structure, so that the gravity center of the ship is controlled, the narrow space of the bow structure is reduced, the site construction is convenient, and the ship manufacturing cost is saved.
Description
Technical Field
The utility model relates to the technical field of ships, in particular to a ship bow structure and a ship.
Background
The anti-collision bulkhead is the front watertight bulkhead of the ship, also called as a bow-nose cabin bulkhead. Since the bow is often damaged due to a collision accident, in order to prevent the rest of the ship from continuously damaging the incoming water after the bow is damaged, industry specifications prescribe that the anti-collision bulkhead is arranged behind the stem, and the anti-collision bulkhead should be positioned at a position (taking the small) at a distance of not less than 0.05L L or 10m from the perpendicular to the head (the perpendicular passing through the intersection of the waterline of the load line length L L and the front edge of the stem).
The prior anti-collision bulkhead in the ship generally adopts a plane bulkhead, and the whole anti-collision bulkhead is positioned in the same plane and is vertical to the center line of the ship body. The curvature of the outer plate of the bow part is larger relative to the middle part of the ship, and the curvature of the outer plate is larger as the outer plate is closer to the head end; meanwhile, as the anti-collision bulkhead is arranged perpendicular to the center line of the ship body, the intersection angle between the outer side of the anti-collision bulkhead and the side outer plate is smaller, even the condition that the intersection angle is smaller than 60 degrees possibly occurs, and the intersection angle between other structures of the anti-collision bulkhead bow part and the side outer plate is smaller than 60 degrees. The arrangement structure can damage the structural modulus of the ship, influence the structural strength and bring inconvenience to the design of the ship; in order to ensure that the ship structure has enough strength during ship design, the size of the structural section is greatly increased to ensure the structural modulus, the size increase of the structural section not only causes waste of a large amount of steel, is unfavorable for the control of the center of gravity of the ship, but also forms more narrow spaces between the structures of the anti-collision bulkhead bow part, and is inconvenient for site construction.
Disclosure of utility model
The utility model aims to provide a ship bow structure, which can reduce the intersection angle between the outer side of a crashproof bulkhead and a side outer plate, optimize the design of the bow structure and reduce steel waste.
To achieve the purpose, the utility model adopts the following technical scheme:
providing a ship bow structure comprising:
The ship comprises a deck and side outer plates on two sides, wherein the deck and the side outer plates on two sides are mutually surrounded, and the side outer plates on two sides are symmetrically arranged relative to the center of the ship body;
The anti-collision bulkhead, the anti-collision bulkhead set up in the downside of deck, the anti-collision bulkhead include interconnect's straight portion and two tilting portion, two tilting portion symmetry respectively set up in the both sides of straight portion, straight portion with the hull center is perpendicular crossing, tilting portion keep away from the one end of straight portion is towards the slope of boats and ships head end setting, so that tilting portion with contained angle between the broadside planking is not less than 75.
In one embodiment, the positioning plane of the straight portion coincides with a predetermined rib position of the ship.
In one embodiment, the ship has a preset positioning plane, a distance between the preset rib position and the preset positioning plane is smaller than a distance between an adjacent rib position of the preset rib position and the preset positioning plane, and the preset positioning plane is located between the preset rib position and the adjacent rib position.
In one embodiment, the distance between the preset locating plane and the head vertical line of the ship is L1+3m;
l1 is 10m when the ship is 0.05 times longer than 10m, and L1 is 0.05 times longer when the ship is 0.05 times longer than 10 m.
In one embodiment, the intersection of the inclined portion and the side outer panel has a maximum width line, and a distance between the maximum width line and a head vertical line of the ship is greater than L1.
In one embodiment, the straight portion and the inner hull longitudinal wall of the vessel have a first intersection line, the straight portion and the inclined portion have a second intersection line, and the first intersection line and the second intersection line are arranged parallel to each other.
In one embodiment, the distance between the first intersection and the second intersection is no greater than 50mm.
In one embodiment, the angle between the inclined portion and the side outer panel is 75 ° to 90 °.
In one embodiment, the straight portion and the inclined portion are welded together.
The utility model further aims to provide a ship, which has a ship bow structure, can reduce the intersection angle between the outer side of the anti-collision bulkhead and the side outer plate, improve the structural strength, facilitate the control of the center of gravity of the ship, reduce the narrow space of the bow structure, facilitate the site construction and save the shipbuilding cost.
To achieve the purpose, the utility model adopts the following technical scheme:
There is provided a vessel comprising a vessel bow structure as described above.
The utility model has the beneficial effects that:
The ship bow structure provided by the utility model has the advantages that the anti-collision bulkhead is arranged on the lower side of the deck, the anti-collision bulkhead comprises the straight part and the two inclined parts which are connected with each other, the two inclined parts are respectively and symmetrically arranged on the two sides of the straight part, the straight part is vertically intersected with the center of the ship body, one end of the inclined part, which is far away from the straight part, is obliquely arranged towards the head end of the ship, so that the included angle between the inclined part and the side outer plate is not smaller than 75 degrees, the anti-collision bulkhead structure is optimized, and the damage to the structural modulus of the ship is avoided, therefore, the modulus reduction is not required when the ship structure is designed, the structural section size is not required to be increased, the steel waste is further reduced, the ship manufacturing cost is saved, the narrow space formed between structures is also avoided, and the site construction is convenient.
The ship provided by the utility model comprises the ship bow structure, wherein the two inclined parts of the anti-collision bulkhead are symmetrically arranged on the two sides of the straight part respectively, and one end of the inclined part, which is far away from the straight part, is obliquely arranged towards the head end of the ship, so that the included angle between the inclined part and the outboard side is not less than 75 degrees, the damage to the structural modulus of the ship is avoided, the modulus reduction is not needed when the ship structure is designed, the control of the center of gravity of the ship is facilitated, the increase of the structural section size is not needed, the steel waste is further reduced, the ship manufacturing cost is saved, the narrow space formed between the structures is avoided, the site construction is facilitated, and the ship manufacturing cost is saved.
Drawings
FIG. 1 is a schematic view of a ship according to an embodiment of the present utility model;
FIG. 2 is a partial structural plan view of a ship according to an embodiment of the present utility model;
FIG. 3 is an enlarged schematic view of a portion A of FIG. 2;
FIG. 4 is a cross-sectional view of a marine vessel according to an embodiment of the utility model;
fig. 5 is a partially enlarged schematic view of the portion B in fig. 4.
In the figure:
1. A deck; 2. a side outer plate; 3. a crash bulkhead; 31. a straight portion; 310. positioning a plane; 32. an inclined portion; 320. a maximum width line; 330. a second intersecting line;
100. The center of the hull; 200. presetting a positioning plane; 300. a first vertical line; 400. a longitudinal wall of the inner housing; 401. the first intersecting line.
Detailed Description
The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.
In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are orientation or positional relationships based on those shown in the drawings, merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
As shown in fig. 1 to 5, the present embodiment first provides a ship bow structure including a deck 1, side outer panels 2 on both sides, and an anti-collision bulkhead 3. The deck 1 and the side outer plates 2 on both sides are surrounded by each other, and the side outer plates 2 on both sides are symmetrically arranged with respect to the hull center 100. The anti-collision bulkhead 3 is arranged on the lower side of the deck 1, the anti-collision bulkhead 3 comprises a straight part 31 and two inclined parts 32 which are connected with each other, the two inclined parts 32 are symmetrically arranged on two sides of the straight part 31 respectively, the straight part 31 is perpendicularly intersected with the center 100 of the ship body, one end of the inclined part 32, which is far away from the straight part 31, is obliquely arranged towards the head end of the ship, so that the included angle between the inclined part 32 and the side outer plate 2 is not smaller than 75 degrees, the structure of the anti-collision bulkhead 3 is optimized, the structural modulus of the ship is prevented from being damaged, therefore, the structural modulus is not required to be reduced when the structural design of the ship is carried out, the structural section size is not required to be increased, the steel waste is further reduced, the ship manufacturing cost is saved, the narrow space formed between the structures is also avoided, and the site construction is facilitated.
As shown in fig. 2, the angle α in the drawing is the angle between the inclined portion 32 and the side outer panel 2, and is preferably in the range of 75 ° to 90 °.
In one embodiment, the positioning plane 310 of the straight portion 31 coincides with a predetermined rib position of the ship, that is, a certain gear rib position number of the ship is adopted as the positioning plane 310 of the straight portion 31, and the adopted gear rib position number is adopted as the predetermined rib position, as shown in fig. 1.
Specifically, the ship further has a preset positioning plane 200, a distance between the preset rib position and the preset positioning plane 200 is smaller than a distance between an adjacent rib position of the preset rib position and the preset positioning plane 200, and the preset positioning plane 200 is located between the preset rib position and the adjacent rib position. That is, for the preset positioning plane 200, a certain gear rib number nearest thereto is taken as a preset rib.
Still further, the preset positioning plane 200 is set by: and comparing the ship length of 0.05 times with the ship length of 10 meters by taking the first vertical line 300 as a reference, taking the smaller value of the ship length of 0.05 times and the ship length of 10 meters, wherein L1 is 10 meters when the ship length of 0.05 times is greater than 10 meters, and L1 is 0.05 times of the ship length when the ship length of 0.05 times is less than 10 meters, and then the distance between the preset positioning plane 200 and the first vertical line 300 of the ship is L1+3 meters.
As shown in FIG. 1, the ship is shown with a ship length of 0.05 times less than 10 m, L L in the figure shows the ship length, 0.05L L in the figure shows the ship length of 0.05 times, and L1 in the figure is 0.05L L.
By selecting the positioning plane 310 of the straight part 31 in the above manner, the anti-collision bulkhead 3 can be ensured to move forward as much as possible on the premise of meeting the design requirement, the volume of the bow is ensured not to be overlarge, a large amount of structural reinforcement of the bow is avoided, the steel usage amount is effectively reduced, the narrow space between structures is reduced, and the construction difficulty is reduced.
In one embodiment, the intersection of the inclined portion 32 and the side outer panel 2 has a maximum width line 320, and the distance between the maximum width line 320 and the head vertical line 300 of the ship is greater than L1, as shown in fig. 1, so that the maximum width of the inclined portion 32 can be limited, and the collision bulkhead 3 is prevented from being too close to the head vertical line 300.
In one embodiment, the straight portion 31 and the inner hull longitudinal wall 400 of the vessel have a first intersection 401, the straight portion 31 and the inclined portion 32 have a second intersection 330, and the first intersection 401 and the second intersection 330 are arranged parallel to each other. The inner longitudinal wall 400 extends to intersect the anti-collision bulkhead 3 at a first intersection line 401, and moves from the first intersection line 401 to the side outer plate 2 by a distance of a second intersection line 330, as shown in fig. 2 and 3, where L2 is the distance.
In an embodiment, the distance between the first intersection line 401 and the second intersection line 330 is not greater than 50mm, i.e. L1 in fig. 3 is not greater than 50mm, preferably 50mm may be used. Alternatively, the straight portion 31 and the inclined portion 32 are welded to form a butt seam therebetween; the straight part 31 and the inner shell longitudinal wall 400 are also welded, an angle joint is formed between the straight part 31 and the inner shell longitudinal wall 400, the first intersecting line 401 and the second intersecting line 330 are staggered, so that staggered arrangement of the butt joint and the angle joint is ensured, the welding specification requirement is met, and the welding strength is improved.
The embodiment of the utility model also provides a ship, which comprises the ship bow structure, wherein the anti-collision bulkhead 3 of the ship bow structure comprises a straight part 31 and two inclined parts 32 which are connected with each other, the two inclined parts 32 are respectively and symmetrically arranged at two sides of the straight part 31, and one end of the inclined part 32 away from the straight part 31 is obliquely arranged towards the head end of the ship, so that the included angle between the inclined part 32 and the side outer plate 2 is not less than 75 degrees, and the damage to the structural modulus of the ship is avoided.
It is to be understood that the above examples of the present utility model are provided for clarity of illustration only and are not limiting of the embodiments of the present utility model. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the utility model. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are desired to be protected by the following claims.
Claims (10)
1. Bow structure of boats and ships, its characterized in that includes:
The ship comprises a deck (1) and side outer plates (2) on two sides, wherein the deck (1) and the side outer plates (2) on two sides are mutually surrounded, and the side outer plates (2) on two sides are symmetrically arranged relative to a ship body center (100);
Anti-collision bulkhead (3), anti-collision bulkhead (3) set up in the downside of deck (1), anti-collision bulkhead (3) include interconnect straight portion (31) and two tilting portion (32), two tilting portion (32) symmetry respectively set up in the both sides of straight portion (31), straight portion (31) with hull center (100) are perpendicular crossing, tilting portion (32) keep away from the one end of straight portion (31) is towards boats and ships head end slope setting, so that contained angle between tilting portion (32) with side planking (2) is not less than 75.
2. The ship bow structure according to claim 1, characterized in that the positioning plane (310) of the straight portion (31) coincides with a preset rib position of the ship.
3. The ship bow structure according to claim 2, characterized in that the ship has a preset positioning plane (200), the distance between the preset rib position and the preset positioning plane (200) is smaller than the distance between the adjacent rib position of the preset rib position and the preset positioning plane (200), and the preset positioning plane (200) is located between the preset rib position and the adjacent rib position.
4. A ship bow structure according to claim 3, characterized in that the distance between the preset locating plane (200) and the bow line (300) of the ship is l1+3m;
l1 is 10m when the ship is 0.05 times longer than 10m, and L1 is 0.05 times longer when the ship is 0.05 times longer than 10 m.
5. The ship bow structure according to claim 4, characterized in that the intersection of the inclined portion (32) and the side outer plate (2) has a maximum width line (320), the distance between the maximum width line (320) and the bow line (300) of the ship being larger than L1.
6. The ship bow structure according to claim 1, characterized in that the straight portion (31) and the inner hull longitudinal wall (400) of the ship have a first intersection line (401), the straight portion (31) and the inclined portion (32) have a second intersection line (330), and the first intersection line (401) and the second intersection line (330) are arranged parallel to each other.
7. The ship bow structure according to claim 6, characterized in that the distance between the first intersection line (401) and the second intersection line (330) is not more than 50mm.
8. The ship bow structure according to any one of claims 1-7, characterized in that the angle between the inclined portion (32) and the side outer plate (2) is 75 ° -90 °.
9. The ship bow structure according to any one of claims 1-7, characterized in that the straight portion (31) and the inclined portion (32) are welded.
10. Vessel, comprising a vessel bow structure according to any of the claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322970782.9U CN221418524U (en) | 2023-11-03 | 2023-11-03 | Bow structure of ship and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322970782.9U CN221418524U (en) | 2023-11-03 | 2023-11-03 | Bow structure of ship and ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221418524U true CN221418524U (en) | 2024-07-26 |
Family
ID=91977425
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322970782.9U Active CN221418524U (en) | 2023-11-03 | 2023-11-03 | Bow structure of ship and ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221418524U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118673609A (en) * | 2024-08-22 | 2024-09-20 | 南通中远海运川崎船舶工程有限公司 | CAD-based ship body outer plate characteristic angle calculation method |
-
2023
- 2023-11-03 CN CN202322970782.9U patent/CN221418524U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118673609A (en) * | 2024-08-22 | 2024-09-20 | 南通中远海运川崎船舶工程有限公司 | CAD-based ship body outer plate characteristic angle calculation method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN221418524U (en) | Bow structure of ship and ship | |
| CN111746713B (en) | Ship body side structure | |
| CN207328741U (en) | A kind of kiloton bulk freighter ship type | |
| TW201529417A (en) | Method for enlarging a ship and enlarged ship | |
| WO2017081996A1 (en) | Ship | |
| US9926041B2 (en) | Bulbous bow, a sea-going vessel with such bow, and methods of its manufacture | |
| CN111055962A (en) | Simple streamline solid wood structure for ship | |
| CN113978608A (en) | Ship negative corner structure and ship | |
| CN211139578U (en) | Deck barge cargo blocking coaming structure | |
| JP2008018812A (en) | Large sized transportation vessel | |
| CN111017129A (en) | A swivel tug with anti-sway and enhanced heading stability | |
| CN213832004U (en) | Broadside longitudinal twisted long and narrow stern | |
| CN113443072B (en) | Ship tail post | |
| CN113022784B (en) | Water guide type unilateral open anchor pocket | |
| CN111409776B (en) | Rhombic isolation empty cabin structure of liquefied gas carrier | |
| CN213620139U (en) | Separated ship upper deck bulwark | |
| CN213262826U (en) | Side structure | |
| CN209795734U (en) | structure extending forwards from bow | |
| CN213620140U (en) | Outer plate abrupt change bulwark structure | |
| CN214729480U (en) | Water guide type single-side open type anchor recess | |
| CN211494406U (en) | Anti-shake and course stability-enhancing full-rotation tug | |
| CN116476970A (en) | Shallow draft high-speed catamaran | |
| CN212354291U (en) | Outer formula hull structure and boats and ships that waft | |
| CN103661795A (en) | Slanted double-bottom and arc-bilge ship with inner bottoms aligned directly | |
| CN113928482A (en) | Thin film type LNG ship cargo hold structure applied to inland river |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |