CN110674555B - Real ship inspection method for container ship binding system - Google Patents
Real ship inspection method for container ship binding system Download PDFInfo
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- CN110674555B CN110674555B CN201910801310.6A CN201910801310A CN110674555B CN 110674555 B CN110674555 B CN 110674555B CN 201910801310 A CN201910801310 A CN 201910801310A CN 110674555 B CN110674555 B CN 110674555B
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Abstract
The invention discloses a real ship inspection method for a container ship binding system, which comprises the following steps: firstly, establishing a three-dimensional model of a binding system, and further calculating a theoretical binding length; then the real ship measures the three-dimensional positioning of the binding eye plate to calculate the error values of the binding eye plate in three directions, and the change quantity of the binding length is obtained through calculation; measuring the original turn buckle allowance through a binding model; then, calculating the final turn-buckle allowance by using the original turn-buckle allowance and the actually measured binding length change amount; and finally, judging whether the allowance of the turnbuckle meets the requirement or not according to the standard, and guiding the direction and distance of the binding eye plate which does not meet the requirement. The invention has no material cost expenditure, only consumes less labor hour, does not occupy a dock or a wharf crane, greatly reduces the shipbuilding cost expenditure, and simultaneously ensures the reliability of the binding system as a final result.
Description
Technical Field
The invention relates to the technical field of ship manufacturing, in particular to a real ship inspection method for a container ship binding system.
Background
The container ship is a transport ship mainly carrying containers. The container ship enables the circulation speed of container goods to be faster and the safety to be higher. Container ships have long been on the trend of increasing size.
Usually large-scale and super large-scale container ship all is equipped with the ligature bridge, has arranged the ligature eye plate on the ligature bridge, and the case foot of ligature eye plate, the other end connection container is connected to turnbuckle and ligature pole one end and then realizes ligature, the fastening to the container.
The lashing bridge improves the height of the lashing eye plate so as to better resist the acceleration of the container caused by rolling and pitching of the ship in severe weather. The linear distance between the lashing eye plate and the corresponding container foot is called the lashing length. Due to the presence of both tall (container height 9'6 ") and low (container height 8' 6") containers in standard containers, random stacking of the containers at both heights on the ship results in a constant variation in lashing length. The lead screw that the turn buckle contains can play the effect of adjustment ligature length, and the ligature pole generally is equipped with the node, also can realize the adjustment to ligature length through the switching of node when using.
The binding system can ensure that enough allowance is left for the turnbuckle in the design stage; however, in the ship building process, due to accumulation of various building errors, certain deviation exists between actual binding eye plate positioning and theoretical positioning, so that the allowance of turnbuckle is insufficient, and in severe cases, the binding of containers on a ship cannot be realized, so that some shipowners in the ship building stage can require a shipyard real ship inspection binding system.
Also for this reason, the checking of ligature systems generally requires going through the following process: 1) Preliminary confirmation through a three-dimensional model; 2) Confirming by a factory Mock-up test; 3) And (5) confirming the real ship. Among them, the general practice of ship validation is two: 1) Performing a binding test on a real ship by using a real container; 2) Binding tests were performed on real ships with box models (referring to steel structural frames simulating containers). The two methods, although different in the tested vectors, have in common: the shipyard needs to purchase containers or box molds and additional binding pieces, which increases the construction cost of the shipyard; the time and the labor are consumed, the time of the crane of the wharf is too long, and the construction period of a shipyard is seriously influenced when the crane is implemented.
Disclosure of Invention
The invention aims to provide a low-cost real ship inspection method for a container ship lashing system, aiming at the defects and shortcomings of the prior art.
In order to achieve the purpose, the invention adopts the technical scheme that: the real ship inspection method for the container ship binding system is characterized by comprising the following steps of:
s1, establishing a three-dimensional model of a binding system;
s2, calculating a theoretical binding length through a binding model;
s3, calculating the actual binding length of the real ship;
s4, calculating a binding length change value by using the theoretical binding length and the actual binding length;
s5, calculating the final allowance of the turnbuckle: measuring an original lag value of the turnbuckle in the model, and considering a change value of the binding length to obtain a final lag value of the turnbuckle after error;
and S6, judging whether the final allowance value of the turnbuckle meets the requirement or not according to the judgment standard, and giving guidance for adjusting the direction and the numerical value to the binding eye plate which does not meet the requirement.
Further, the lashing length refers to a straight line distance from the center of the lashing eye plate to the container foot.
Furthermore, the binding length direction adopts two kinds of binding pieces of turnbuckle and binding rod.
Further, when the step 3 is carried out, the most severe binding type of the whole ship is found out firstly, and the danger limit values of the eye plates in the directions of the ship length, the ship width and the ship height are determined.
Furthermore, in step 3, the measuring is performed by means of a measuring tape and a weight measuring tool in the dock in a horizontal state of the ship.
After the inspection method is adopted, the invention has the beneficial effects that:
the invention can realize the real ship inspection of the container ship lashing system with only a small amount of labor cost under the condition of not needing extra material cost, and successfully verifies the reliability of the lashing system. The invention does not need to occupy a dock or a wharf crane, thereby not influencing the construction period of the ship. The final result of the invention also ensures the reliability of the lashing system.
Drawings
FIG. 1 is a side schematic view of a ligature system of an embodiment;
FIG. 2 is a schematic front view of a ligature system of an embodiment;
description of the reference numerals:
1 binding bridge, 2 bottom box feet, 3 turnbuckles, 4 binding rods, 5 binding eye plates, 6 container box feet and 7 hatch covers.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and the detailed description. It should be understood that the detailed description and specific examples, while indicating the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The specific embodiment is as follows:
referring to fig. 1-2, a real ship inspection method for a container ship lashing system includes the steps of:
s1, establishing a three-dimensional model of a binding system;
s2, calculating a theoretical binding length through a binding model;
s3, calculating the actual binding length of the real ship;
s4, calculating a binding length change value by using the theoretical binding length and the actual binding length;
s5, calculating the final allowance of the turnbuckle: measuring an original lag value of the turnbuckle in the model, and considering a change value of the binding length to obtain a final lag value of the turnbuckle after error;
and S6, judging whether the final allowance value of the turnbuckle meets the requirement or not according to the judgment standard, and giving guidance for adjusting the direction and the numerical value to the binding eye plate which does not meet the requirement.
In this embodiment, the lashing length refers to a straight line distance from the center of the lashing eye plate to the container foot.
In this embodiment, adopt two kinds of ligatures of turnbuckle and ligature pole on the direction of ligature length.
In this embodiment, in step 3, the most severe binding type of the whole ship is found out first, and the dangerous limit values of the eye plate in the three directions of the ship length, the ship width and the ship height are determined. If at least one of the error values in the three directions exceeds the danger limit value, the following calculation is continued, otherwise the error is within the allowable range. Therefore, the total number of required calculation can be greatly reduced, and the working intensity is reduced.
In this embodiment, in step 3, the measuring tape and the weight measuring tool are used to measure the ship in the dock in a horizontal state, so as to ensure the measuring accuracy.
The above description is only for the purpose of illustrating the technical solutions of the present invention and not for the purpose of limiting the same, and other modifications or equivalent substitutions made by those skilled in the art to the technical solutions of the present invention should be covered within the scope of the claims of the present invention without departing from the spirit and scope of the technical solutions of the present invention.
Claims (4)
1. A real ship inspection method for a container ship lashing system is characterized by comprising the following steps:
s1, establishing a three-dimensional model of a binding system;
s2, calculating a theoretical binding length through a binding model;
s3, finding out the most severe binding type of the whole ship, determining the dangerous limit values of the eye plates in the three directions of the ship length, the ship width and the ship height, if at least one of the error values in the three directions exceeds the dangerous limit value, calculating the actual binding length of the real ship, and continuing to perform the subsequent calculation, otherwise, the error is within the allowable range, and finishing the inspection;
s4, calculating a binding length change value by using the theoretical binding length and the actual binding length;
s5, calculating the final allowance of the turnbuckle: measuring an original turn buckle margin value in the model, and considering a change value of the binding length to obtain a final margin value of the turn buckle after an error;
and S6, judging whether the final allowance value of the turnbuckle meets the requirement or not according to the judgment standard, and giving guidance for adjusting the direction and the numerical value to the binding eye plate which does not meet the requirement.
2. The real vessel inspection method for the container ship lashing system according to claim 1, wherein: the binding length refers to the straight line distance from the center of the binding eye plate to the container foot.
3. The real ship inspection method for the container ship lashing system according to claim 1, wherein: and the binding pieces of the turnbuckle and the binding rod are adopted in the direction of binding length.
4. The real ship inspection method for the container ship lashing system according to claim 1, wherein: in the step 3, the measuring is carried out in the dock in the horizontal state of the ship by means of a measuring tape and a heavy hammer measuring tool.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910801310.6A CN110674555B (en) | 2019-08-28 | 2019-08-28 | Real ship inspection method for container ship binding system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910801310.6A CN110674555B (en) | 2019-08-28 | 2019-08-28 | Real ship inspection method for container ship binding system |
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| Publication Number | Publication Date |
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| CN110674555A CN110674555A (en) | 2020-01-10 |
| CN110674555B true CN110674555B (en) | 2023-04-14 |
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| CN111976900B (en) * | 2020-08-25 | 2021-07-13 | 中国船级社 | Optimized adjustment method for binding strength of container external binding type |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109612764A (en) * | 2019-01-25 | 2019-04-12 | 中船华海船用设备有限公司 | A kind of lashing of container test platform |
| CN209161320U (en) * | 2018-11-08 | 2019-07-26 | 上海振华重工(集团)股份有限公司 | A kind of tool part and the hoisting apparatus with it |
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- 2019-08-28 CN CN201910801310.6A patent/CN110674555B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN209161320U (en) * | 2018-11-08 | 2019-07-26 | 上海振华重工(集团)股份有限公司 | A kind of tool part and the hoisting apparatus with it |
| CN109612764A (en) * | 2019-01-25 | 2019-04-12 | 中船华海船用设备有限公司 | A kind of lashing of container test platform |
Non-Patent Citations (1)
| Title |
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| 集装箱船绑扎及相关结构精度控制方法优化;冯敏超等;《船舶与海洋工程》;20181025(第05期);第66-70页 * |
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