Whole ship skeleton structure of polar region icebreaking LNG ship

Abstract

The invention discloses a whole ship framework structure of a polar region icebreaking LNG ship. A longitudinal framework type grillage structure is adopted in a non-ice area reinforcing area of the whole ship framework. An ice area reinforcing area of the whole ship framework is sequentially divided into a bow area A, a bow area A1, a midship area B, a stern area A and a stern area A1 according to borne ice loads from the bow to the stern, and the bow area A1 is divided into a bow first reinforcing area and a bow second reinforcing area. The midship area B is divided into a first midship reinforcing area and a second midship reinforcing area through a bottom horizontal line, the bow area A, the first bow reinforcing area, the first midship reinforcing area, the stern area A and the sternarea A1 are each of a transverse framework type grillage structure, and the second bow reinforcing area and the second midship reinforcing area are each of a longitudinal framework type grillage structure. The ice area reinforcing structure is more optimized in design, the ice resistance of the structure is brought into full play, and the ice area reinforcing structure has great practical value.

Description

technical field [0001] The invention relates to the technical field of shipbuilding, in particular to a whole ship skeleton structure of a polar icebreaking LNG ship. Background technique [0002] For high-ice-class ships, especially those that pay more attention to the ability to independently maneuver in ice areas and need to have a certain ability to break ice independently, they usually rely on the gravity of the bow when the ship is tilted to use the gravity of the bow when using the bow to break ice. The ice blade is used to squeeze the ice layer to break the ice, but the efficiency of the bow ice breaking method is greatly reduced when encountering a local thick ice layer or ice ridge. It is necessary to turn the ship around and use the stern ice breaking method to continue moving forward. When breaking ice, use the pod-type azimuth propeller of the icebreaker to rotate 180 degrees to propel the stern, and the reinforced blades of the propeller rotate rapidly to chop ...

AI Technical Summary

Problems solved by technology

Therefore, in the ice-enhanced area of ​​the traditional LNG ship, the ice load in the area A of the bow is the strongest, that is, the strength of the hull structure is the strongest, while the ice load in the area C of the stern is much smaller, that is, the strength of the hull structure is very weak. If the icebreaking ship needs more When the above-mentioned stern ice-breaking method is used for the first time, it will bring greater risks to the structural strength of the stern, which is not conducive to the navigation safety of the ship.

[0003] And when the ship is sailing in the ice area, the extrusion of the ice block on the outer plate is mainly located in the ice belt area, which usually adopts the longitudinal frame type frame structure, that is, the distribution of the frame is parallel to the ice layer, and some of its stress points are likely to be If it falls into the area between adjacent longitudinals, the longitudinals will not be able to support the structure, and the structure in the ice belt area has poor anti-icing performance

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