EP0384237B1 - Vessel's hull, especially for a container ship - Google Patents

Vessel's hull, especially for a container ship Download PDF

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Publication number
EP0384237B1
EP0384237B1 EP90102540A EP90102540A EP0384237B1 EP 0384237 B1 EP0384237 B1 EP 0384237B1 EP 90102540 A EP90102540 A EP 90102540A EP 90102540 A EP90102540 A EP 90102540A EP 0384237 B1 EP0384237 B1 EP 0384237B1
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EP
European Patent Office
Prior art keywords
longitudinal
ship
hull
height
crossbeam
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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.)
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EP90102540A
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German (de)
French (fr)
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EP0384237A1 (en
Inventor
Melchior H. Dipl.-Ing. Bothe
Hermann Kewel
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Melchior Bothe Te Bremen Bondsrepubliek Duitsland
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Bremer Vulkan AG Schiffbau und Maschinenfabrik
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/26—Frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/56—Bulkheads; Bulkhead reinforcements

Definitions

  • the invention relates to a ship's hull, in particular for a container ship, the two outer main longitudinal associations of which each have a box girder and are connected to one another by cross braces between each two cargo holds or hatches, and a longitudinal length extending above the box girder in the region of the lateral delimitation of the cargo holds -Shell.
  • the invention had for its object to show a way by which the problems with the thick, highly stressed longitudinal bandages, especially in the area of the cover plates of the box girder in the hatch corners, can be reduced, in particular with Panmax container ships, plate material of comparatively less To be able to use thickness for the longitudinal bandages.
  • the cross braces each have two cross members, one of which is at least predominantly connected to the longitudinal shell above the box girder and a second cross member in about half the ship height in one Area of low longitudinal bending stress on the longitudinal bandages.
  • the main idea of this solution is therefore to divide the conventional crossbar connecting the two box girders to each other between at least two holds into at least two vertically spaced transverse beams and to connect these beams to the longitudinal associations at certain points.
  • the connection of the upper crossmember to the left or right longitudinal sill generates only a small clamping torque, since the longitudinal sill is not excessively rigid and only a small cross section is available for connecting the crossmember.
  • the connection of the lower crossmember to the left or right longitudinal structure is in the vertical direction, if possible, in the area of the neutral longitudinal bending line of the respective longitudinal structure.
  • the lower cross members are therefore connected to structures of the ship's hull with a low inherent longitudinal bending stress. The consequence is a very considerable reduction in the stress concentrations and thus the usability of plates of reduced thickness compared to the conventional designs of the prior art.
  • the solution according to the invention has clear further advantages, because after eliminating the material problems described, compliance can now be achieved of the classification regulations, the hatch corner plates are designed with greatly reduced radii. This in turn means that the ship can now be built shorter with a constant capacity or a higher capacity can be obtained if the length is maintained. In both cases, the hatch covers can be shorter than before, which leads to a further reduction in costs.
  • a hull 10 usually has a flat bottom 11, main longitudinal bandages 12, 14 running in the region of the side walls, transverse bandages in the form of transverse or support bulkheads, a stern and a bow section.
  • Each of the two main longitudinal associations 12, 14 of the hull 10 has one at its upper end box-shaped longitudinal member, which is usually referred to as box girder 16 and is delimited at the top by a cover plate 18 in the plane of the main deck 20, a lower plate 22 and an outer or inner plate 24 or 26 and the upper end of the main longitudinal structure of the hull 10 forms.
  • box girder 16 is stiffened in the transverse and longitudinal direction of the ship in the usual way.
  • the outer plate 24 of the box conveyor 16 is part of the side wall and the inner plate 26 is part of the lateral loading space boundary.
  • a longitudinal sill 28 is placed on the box girder 16.
  • the main longitudinal bandages 12, 14 of the ship's hull 10 are connected to one another by transverse bandages in the form of transverse bulkheads or support bulkheads between two cargo holds.
  • Fig. 1 and Fig. 2 show a conventional design of a cross-dressing. This has a cross bar 30 in the form of a box girder.
  • the box girder is welded on the end face to the box girder 16 and to the longitudinal sill 28 and thus has a height in its end clamping area thus formed which is approximately equal to the sum of the heights of the box girder and the longitudinal sill.
  • Lines made particularly thick in FIGS. 1 and 2 as well as correspondingly in FIGS. 3 and 4 indicate the areas of the bandages which must be made particularly thick.
  • the crossbar 30 is connected in a conventional manner to the bottom of the fuselage via a supporting structure. This structure is symbolically indicated in FIGS. 1 and 3 by two supports 32, 34.
  • FIGS. 3 and following. 3 and 4 A preferred embodiment of the inventive solution mentioned at the outset is shown in FIGS. 3 and following. 3 and 4, the known crossbeam 30 has been broken down into two components, namely an upper crossbeam 40 and a crossbeam 42 located underneath.
  • This crossbeam 42 is located approximately at half the height of the ship in the region of the waterline, ie. H. in an area in which the longitudinal bending stress of the hull 10 has a minimum.
  • both the crossmember 42 and the longitudinal bandages are reinforced by greater material thicknesses, as indicated by thicker lines in both FIG. 3 and FIG. 4 is; 4 that the lower cross member 42 is designed as a box girder.
  • the upper cross member 40 of the cross bracing according to the invention has a trapezoidal shape in the view according to FIG. 3; its upper edge or an upper cover plate 40 'has a greater length in the transverse direction of the hull 10 than its lower edge or a lower cover plate 40 ⁇ .
  • the trapezoidal shape means that the cross member 40 tapers towards its front ends in the view according to FIG. 3.
  • the height of the crossbeam is therefore somewhat less than the height of the longitudinal sill 28; the upper edge or cover plate 40 'runs approximately in the plane of the free front edges of the longitudinal coaming.
  • the clamping cross section of the upper cross member 40 at its transition to the main longitudinal structure 12 or 14 is significantly smaller than the clamping cross section of the cross bar 30 in the prior art.
  • the upper cross member 40 is clamped in the preferred exemplary embodiment exclusively on the longitudinal sill 28, as can be seen directly from FIGS. 3 and 4, that is to say at a point in the longitudinal bond that is significantly less rigid than the box girder 16 underneath These measures ensure that only greatly reduced tensions are introduced into the crossmember and that the structures on both sides of the connection points of crossmember 40 / box girder 16 can be made correspondingly weaker. It can also be seen in FIGS. 3 and 4 that the material thicknesses at the upper ends of the main longitudinal bandages 12 and 14 are considerably less than in the prior art
  • the cross bracing shown in FIGS. 3 and 4 as the upper cross member 40 essentially has only one stiffened single plate 44 arranged in a vertical plane, so that the cross member 40 no longer necessarily has to be designed as a closed box girder. From the stiffening of the cross member 40 in this embodiment, only a transverse web 46 can be seen in FIG. 4, the clear height here being less than the height of the longitudinal sill 28. Finally, it can be seen that the sum of the heights of the upper and lower cross members 40, 42 in the exemplary embodiment is at most equal to the total height of the conventional cross bar 30; due to the trapezoidal shape of the upper crossbeam, this height specification only applies to its central area.
  • FIG. 5 The top view shown in FIG. 5 on the upper cross member 40 together with adjacent main longitudinal bandages 12, 14 shows that the cross member 40 separates two hatches 50, 52 from one another, which lead to the cargo spaces located below.
  • the arrangement of hatch corner plates 54 which are customary and necessary per se can be seen here, which, however, must have correspondingly larger hatch radii r in the prior art because of the considerably higher voltages there.
  • FIG. 6 The importance of the reduction in hatch radius made possible by the invention can be seen particularly clearly from the detailed drawing in FIG. 6.
  • the clamping point 41 of the cross member 40 on the longitudinal sill 28 as well as the cross member 40 itself and also the longitudinal sill 28 are covered (partially) as shown in FIG. 6 by the hatch corner plate 54 shown.
  • the hatch corner plates 54 have a hatch radius r 1 , which is shown in FIG. 6 as a solid line. Hatched in the drawing shows an L-shaped container guide 56 which vertically penetrates the loading space and which, together with further container guides, serves to securely hold containers 58 in the loading space.
  • the measures according to the invention for reducing the stresses in the longitudinal associations of the ship's hull make it possible not only for the thickness of the cover plates 18 of the box girder 16 and thus also to reduce the hatch corner panels 54; rather, the hatch radius can also be reduced from a large value r 1 to a much smaller value r 2 .
  • the container guides 56 can be offset by a dimension "y" in the direction of the adjacent box girder 16 and by a dimension "x" in the direction of the adjacent upper cross member 40. In a practical embodiment, the dimension "y" was 75 mm.
  • the container guide 56 has not been moved by this amount. Rather, this measure is used with advantage for a corresponding widening of the box girder, which means that this measure can be used with reduced plate thicknesses, which means an additional cost reduction.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Helmets And Other Head Coverings (AREA)
  • Body Structure For Vehicles (AREA)
  • Bridges Or Land Bridges (AREA)

Description

Die Erfindung betrifft einen Schiffsrumpf, insbesondere für ein Containerschiff, dessen zwei äußere Haupt-Längsverbände jeweils einen Box-Girder aufweisen und zwischen jeweils zwei Laderäumen oder Luken durch Querverbände miteinander verbunden sind sowie oberhalb der Box-Girder im Bereich der seitlichen Begrenzung der Laderäume durchlaufende Längs-Sülle aufweisen.The invention relates to a ship's hull, in particular for a container ship, the two outer main longitudinal associations of which each have a box girder and are connected to one another by cross braces between each two cargo holds or hatches, and a longitudinal length extending above the box girder in the region of the lateral delimitation of the cargo holds -Shell.

Für die Fahrt durch den Panamakanal optimierte Containerschiffe, sogenannte Panmax Containerschiffe haben u. a. ein großes Verhältnis von Länge zu Breite und Länge zu Höhe. Dieses hat dazu geführt, daß die Haupt-Längsverbände des Rumpfes im Bereich des Hauptdecks und der Scheergänge aus besonders dicken Platten gebaut werden mußten, die nur noch schwierig geschweißt werden können und bei gewährleisteter Festigkeit in Dickenrichtung besonders teuer sind. Hinzu kommt die Verringerung der Betriebsfestigkeit mit wachsender Materialdicke. Kritisch sind hier besonders die Luken-Ecken.Container ships optimized for sailing through the Panama Canal, so-called Panmax container ships, have a large ratio of length to length Width and length to height. This has resulted in the fact that the main longitudinal bandages of the fuselage in the area of the main deck and the cleavage corridors had to be built from particularly thick plates, which can only be welded with difficulty and are particularly expensive with guaranteed strength in the thickness direction. Added to this is the reduction in operational strength with increasing material thickness. The hatch corners are particularly critical here.

Die vorstehend geschilderte Problematik tritt dann nicht auf, wenn man das Schiff mit einem durchlaufenden Deck baut, wie es in der DE-B-34 02 520 beschrieben ist. Spannungskonzentrationen in den Strukturen des Rumpfes zwischen jeweils zwei Luken sind hier ausgeschlossen.The problem described above does not occur if the ship is built with a continuous deck, as described in DE-B-34 02 520. Stress concentrations in the structures of the fuselage between two hatches are excluded here.

Bei der Konstruktion gemäß der DE-A-25 31 487 sind im Bereich des Hauptdecks schwere Querriegel zur unmittelbaren Verbindung der Haupt-Längsverbände des Rumpfes vorgesehen. Die geschilderte Problematik tritt bei derartigen Konstruktionen auf. Das bei diesem Stand der Technik beschriebene Hochziehen der Längs-Sülls zur Bildung eines leichten Aufbaus als Wetterschutz auf dem Hauptdeck ändert die Schwierigkeiten nicht.In the construction according to DE-A-25 31 487, heavy crossbars are provided in the area of the main deck for the direct connection of the main longitudinal bandages of the fuselage. The described problem arises with such constructions. The pulling up of the longitudinal coals described in this prior art to form a light structure as weather protection on the main deck does not change the difficulties.

Auch in der US-A-4 043 285 ist ein Schiffsrumpf beschrieben, bei dem die Haupt-Längsverbände unmittelbar durch Querträger verbunden und nur durch einen vertikal darunter verlaufenden Träger funktional unterstützt sind. Die einleitend geschilderten Schwierigkeiten können aber bei dem Rumpf gemäß der US-A-4 043 285 deswegen nicht auftreten, weil es sich hier wiederum um einen Schiffsrumpf mit geschlossenem Hauptdeck handelt.A ship's hull is also described in US Pat. No. 4,043,285, in which the main longitudinal bandages are connected directly by cross members and are only functionally supported by a carrier running vertically below. The difficulties described at the outset cannot arise with the hull according to US-A-4 043 285, however, because this is again a ship's hull with the main deck closed.

Ein mit Lukendeckel ausgerüstetes Containerschiff ist in der Zeitschrift "The Motorship", Januar 1967, Seite 439 beschrieben. Erkennbar ist die Einfassung der Laderäume durch durchlaufende Längs-Sülle und die herkömmliche Queraussteifung, die bei der einleitend geschilderten Situation die dort genannten Schwierigkeiten zur Folge hat.A container ship equipped with a hatch cover is described in the magazine "The Motorship", January 1967, page 439. The enclosure of the cargo holds can be recognized by the continuous longitudinal spout and the conventional cross bracing, which in the situation described in the introduction has the difficulties mentioned there.

In den Zeitschriften "Hansa", November 1970, Seite 1875 sowie "Shipping World and Ship Builder", Mai 1970, Seite 683 ist ein Schiffbauprojekt beschrieben, bei dem in Höhe des Hauptdecks an den Haupt-Längsverbänden in Längsrichtung versetzbare Träger angreifen und mit Bolzen befestigt sind. Eine Konstruktion mit festen Querträgern, die von der Höhe des Hauptdecks bis weit nach unten reichen zeigt auch die Zeitschrift "Marine Engineer and Naval Architect", Februar 1970, Seite 54 rechts unten; hier ist zusätzlich noch eine Queraussteifung erkennbar, die aber praktisch nur Vertikalkräfte aufnehmen kann und deshalb zum Tragen von Zwischendecks bestimmt und geeignet ist. Alle diese Konstruktionen müssen mit der Problematik der hohen Spannungskonzentrationen im Bereich der Übergänge von den oberen Abschnitten der Haupt-Längsverbände zu den Querträgern zwischen den Lukenöffnungen fertig werden.In the journals "Hansa", November 1970, page 1875 and "Shipping World and Ship Builder", May 1970, page 683, a shipbuilding project is described in which, at the level of the main deck, longitudinally displaceable carriers engage on the main longitudinal structures and with bolts are attached. The magazine "Marine Engineer and Naval Architect", February 1970, page 54 shows a construction with fixed crossbeams that extend from the height of the main deck to far down; here you can also see a transverse stiffening, which practically can only absorb vertical forces and is therefore intended and suitable for supporting intermediate decks. All of these constructions have to deal with the problem of high stress concentrations in the area of the transitions from the upper sections of the main longitudinal structures to the cross members between the hatch openings.

Der Erfindung lag die Aufgabe zugrunde, einen Weg aufzuzeigen, durch den die Probleme mit den dicken, hochbelasteten Längsverbänden vor allem im Bereich der Deckplatten der Box-Girder in den Luken-Ecken verringert werden können, um vor allem bei Panmax Containerschiffen Plattenmaterial von vergleichsweise geringer Dicke für die Längsverbände verwenden zu können.The invention had for its object to show a way by which the problems with the thick, highly stressed longitudinal bandages, especially in the area of the cover plates of the box girder in the hatch corners, can be reduced, in particular with Panmax container ships, plate material of comparatively less To be able to use thickness for the longitudinal bandages.

Bei einem Schiffsrumpf der eingangs genannten Art besteht die erfindungsgemäße Lösung dieser Aufgabe darin, daß die Querverbände jeweils zwei Querträger aufweisen, von denen einer zumindest überwiegend oberhalb der Box-Girder an die Längs-Sülle angeschlossen ist und ein zweiter Querträger in etwa halber Schiffshöhe in einem Bereich geringer Längsbiegespannung an den Längsverbänden angreift.In the case of a ship hull of the type mentioned at the outset, the solution to this problem according to the invention is that the cross braces each have two cross members, one of which is at least predominantly connected to the longitudinal shell above the box girder and a second cross member in about half the ship height in one Area of low longitudinal bending stress on the longitudinal bandages.

Der Kerngedanke dieser Lösung besteht also darin, den herkömmlichen, die beiden Box-Girder miteinander verbindenden Querriegel zwischen jeweils zwei Laderäumen in mindestens zwei vertikal beabstandete querverlaufende Träger aufzuteilen und diese Träger an bestimmten Stellen an die Längsverbände anzuschließen. Der Anschluß der oberen Querträger am linken bzw. rechten Längs-Süll erzeugt nur ein kleines Einspannmoment, da das Längs-Süll nicht übermäßig biegsteif ist und nur ein kleiner Querschnitt für den Anschluß des Querträgers zur Verfügung steht. Der Anschluß der unteren Querträger am linken bzw. rechten Längsverband befindet sich in vertikaler Richtung möglichst im Bereich der neutralen Längsbiegelinie des jeweiligen Längsverbandes. Die unteren Querträger werden also an Strukturen des Schiffsrumpfes mit geringer inhärenter Längsbiegespannung angeschlossen. Die Konsequenz ist eine ganz erhebliche Verringerung der Spannungskonzentrationen und damit die Verwendbarkeit von Platten verringerter Dicke gegenüber den herkömmlichen Konstruktionen des Standes der Technik.The main idea of this solution is therefore to divide the conventional crossbar connecting the two box girders to each other between at least two holds into at least two vertically spaced transverse beams and to connect these beams to the longitudinal associations at certain points. The connection of the upper crossmember to the left or right longitudinal sill generates only a small clamping torque, since the longitudinal sill is not excessively rigid and only a small cross section is available for connecting the crossmember. The connection of the lower crossmember to the left or right longitudinal structure is in the vertical direction, if possible, in the area of the neutral longitudinal bending line of the respective longitudinal structure. The lower cross members are therefore connected to structures of the ship's hull with a low inherent longitudinal bending stress. The consequence is a very considerable reduction in the stress concentrations and thus the usability of plates of reduced thickness compared to the conventional designs of the prior art.

Die erfindungsgemäße Lösung hat jedoch deutliche weitere Vorteile, denn nach Beseitigung der geschilderten Materialprobleme können nun unter Einhaltung der Klassifikationsvorschriften die Lukeneckplatten mit stark verringerten Radien ausgeführt werden. Dies wiederum bedeutet, daß man das Schiff bei konstanter Kapazität nun kürzer bauen kann oder bei Beibehaltung der Länge eine höhere Kapazität erhält. In beiden Fällen kommt hinzu, daß die Lukendeckel kürzer als bisher sein können, wodurch eine weitere Kostenreduktion eintritt.However, the solution according to the invention has clear further advantages, because after eliminating the material problems described, compliance can now be achieved of the classification regulations, the hatch corner plates are designed with greatly reduced radii. This in turn means that the ship can now be built shorter with a constant capacity or a higher capacity can be obtained if the length is maintained. In both cases, the hatch covers can be shorter than before, which leads to a further reduction in costs.

Die Erfindung ist nachstehend anhand einer Schema-Zeichnung näher erläutert. In der Zeichnung zeigen:

  • Fig. 1 einen Querschnitt durch einen herkömmlichen Schiffsrumpf in der Ebene I-I von Fig. 2;
  • Fig. 2 einen Teil-Längsschnitt durch ein Quer- bzw. Stützschott eines bekannten Schiffsrumpfes;
  • Fig. 3 einen der Fig. 1 entsprechenden Querschnitt durch einen erfindungsgemäß ausgestalteten Schiffsrumpf;
  • Fig. 4 einen Teil-Längsschnitt entsprechend der Fig. 2 durch einen erfindungsgemäß ausgestalteten Schiffsrumpf;
  • Fig. 5 eine Teil-Draufsicht auf das Hauptdeck des Schiffsrumpfes im Bereich eines Querschotts bzw. Stützschotts und
  • Fig. 6 in stark vergrößertem Maßstab ein Detail im Bereich einer Lukeneckplatte.
The invention is explained below with reference to a schematic drawing. The drawing shows:
  • 1 shows a cross section through a conventional hull in the plane II of Fig. 2.
  • Figure 2 is a partial longitudinal section through a transverse or support bulkhead of a known ship's hull.
  • 3 shows a cross section corresponding to FIG. 1 through a ship hull designed according to the invention;
  • 4 shows a partial longitudinal section corresponding to FIG. 2 through a ship hull designed according to the invention;
  • Fig. 5 is a partial plan view of the main deck of the ship's hull in the area of a transverse bulkhead or support bulkhead and
  • Fig. 6 in a greatly enlarged scale a detail in the area of a hatch corner plate.

Ein Schiffsrumpf 10 hat üblicherweise einen flachen Boden 11, im Bereich der Seitenwände verlaufende Haupt-Längsverbände 12, 14, Querverbände in Form von Quer- oder Stützschotts, eine Heck- und eine Bugsektion.A hull 10 usually has a flat bottom 11, main longitudinal bandages 12, 14 running in the region of the side walls, transverse bandages in the form of transverse or support bulkheads, a stern and a bow section.

Jeder der beiden Haupt-Längsverbände 12, 14 des Schiffsrumpfes 10 weist an seinem oberen Ende einen kastenförmigen Längsträger auf, der üblicherweise als Box-Girder 16 bezeichnet und oben durch eine Deckplatte 18 in der Ebene des Hauptdecks 20, eine untere Platte 22 sowie eine äußere bzw. innere Platte 24 bzw. 26 begrenzt ist und den oberen Abschluß des Haupt-Längsverbandes des Schiffsrumpfes 10 bildet. In seinem Inneren ist der Box-Girder in Schiffsquer- und längsrichtung in üblicher Weise ausgesteift. Die äußere Platte 24 des Box-Girders 16 ist Teil der Bordwand und die innere Platte 26 Teil der seitlichen Laderaum-Begrenzung. Aufgesetzt auf den Box-Girder 16 ist ausweislich der Fig. 1 und 3 ein Längs-Süll 28.Each of the two main longitudinal associations 12, 14 of the hull 10 has one at its upper end box-shaped longitudinal member, which is usually referred to as box girder 16 and is delimited at the top by a cover plate 18 in the plane of the main deck 20, a lower plate 22 and an outer or inner plate 24 or 26 and the upper end of the main longitudinal structure of the hull 10 forms. Inside, the box girder is stiffened in the transverse and longitudinal direction of the ship in the usual way. The outer plate 24 of the box conveyor 16 is part of the side wall and the inner plate 26 is part of the lateral loading space boundary. As shown in FIGS. 1 and 3, a longitudinal sill 28 is placed on the box girder 16.

Die Haupt-Längsverbände 12, 14 des Schiffsrumpfes 10 sind durch Querverbände in Form von Querschotten oder Stützschotten zwischen jeweils zwei Laderäumen miteinander verbunden. Fig. 1 und Fig. 2 zeigen eine herkömmliche Ausgestaltung eines Querverbandes. Dieser weist einen Querriegel 30 in Form eines Kastenträgers auf. Der Kastenträger ist stirnseitig mit dem Box-Girder 16 sowie mit dem Längs-Süll 28 verschweißt und hat in seinem dadurch gebildeten stirnseitigen Einspannbereich also eine Höhe, die etwa gleich der Summe der Höhen von Box-Girder und Längs-Süll ist. Besonders dick ausgeführte Linien in den Fig. 1 und 2 sowie sinngemäß in den Fig. 3 und 4 deuten die Bereiche der Verbände an, die besonders dick ausgeführt sein müssen. Im Falle der herkömmlichen Ausbildung eines Schiffsrumpfes gemäß den Fig. 1 und 2 sind das vor allem die Platten 18, 22 jedes Box-Girders 16 sowie alle Platten des kastenförmigen Querriegels 30 im Bereich der Einspannstellen an den Box-Girder 16.The main longitudinal bandages 12, 14 of the ship's hull 10 are connected to one another by transverse bandages in the form of transverse bulkheads or support bulkheads between two cargo holds. Fig. 1 and Fig. 2 show a conventional design of a cross-dressing. This has a cross bar 30 in the form of a box girder. The box girder is welded on the end face to the box girder 16 and to the longitudinal sill 28 and thus has a height in its end clamping area thus formed which is approximately equal to the sum of the heights of the box girder and the longitudinal sill. Lines made particularly thick in FIGS. 1 and 2 as well as correspondingly in FIGS. 3 and 4 indicate the areas of the bandages which must be made particularly thick. In the case of the conventional design of a ship's hull according to FIGS. 1 and 2, these are primarily the plates 18, 22 of each box girder 16 and all plates of the box-shaped cross bar 30 in the area of the clamping points on the box girder 16.

Der Querriegel 30 ist in herkömmlicher Weise über ein Tragwerk mit dem Boden des Rumpfes verbunden. Dieses Tragwerk ist in den Fig. 1 und 3 symbolisch durch zwei Stützen 32, 34 angedeutet.The crossbar 30 is connected in a conventional manner to the bottom of the fuselage via a supporting structure. This structure is symbolically indicated in FIGS. 1 and 3 by two supports 32, 34.

Eine bevorzugte Ausführungsform der eingangs angesprochenen erfindungsgemäßen Lösung zeigen die Fig. 3 und folgende. Der bekannte Querriegel 30 ist ausweislich Fig. 3 und 4 in zwei Bestandteile aufgelöst worden, nämlich in einen oberen Querträger 40 und einen darunter befindlichen Querträger 42. Dieser Querträger 42 befindet sich etwa in halber Schiffshöhe im Bereich der Wasserlinie, d. h. in einem Bereich, in dem die Längs-Biegespannung des Schiffsrumpfes 10 ein Minimum hat. Am Übergang zwischen dem unteren Querträger 42 und den beiden Haupt-Längsverbänden 12, 14 des Rumpfes sind sowohl der Querträger 42 als auch die Längsverbände durch größere Materialdicken verstärkt, wie es sowohl in Fig. 3 als auch in Fig. 4 durch dicker gezeichnete Linien angedeutet ist; erkennbar ist aus Fig. 4 im übrigen, daß der untere Querträger 42 als Kastenträger ausgestaltet ist.A preferred embodiment of the inventive solution mentioned at the outset is shown in FIGS. 3 and following. 3 and 4, the known crossbeam 30 has been broken down into two components, namely an upper crossbeam 40 and a crossbeam 42 located underneath. This crossbeam 42 is located approximately at half the height of the ship in the region of the waterline, ie. H. in an area in which the longitudinal bending stress of the hull 10 has a minimum. At the transition between the lower crossmember 42 and the two main longitudinal bandages 12, 14 of the fuselage, both the crossmember 42 and the longitudinal bandages are reinforced by greater material thicknesses, as indicated by thicker lines in both FIG. 3 and FIG. 4 is; 4 that the lower cross member 42 is designed as a box girder.

Der obere Querträger 40 des erfindungsgemäßen Querverbandes hat in der Ansicht gemäß Fig. 3 Trapezform; seine obere Kante oder eine obere Deckplatte 40′ hat in Querrichtung des Schiffsrumpfes 10 eine größere Länge als seine untere Kante oder eine untere Deckplatte 40˝. Die Trapezform bedeutet, daß sich der Querträger 40 in der Ansicht gemäß Fig. 3 auf seine stirnseitigen Enden hin verjüngt. Im Ausführungsbeispiel ist dadurch die Höhe des Querträgers etwas geringer als die Höhe des Längs-Sülls 28; die obere Kante oder Deckplatte 40′ verläuft etwa in der Ebene der freien Stirnkanten des Längs-Sülls. Demgemäß ist auch der Einspannquerschnitt des oberen Querträgers 40 an seinem Übergang zum Haupt-Längsverband 12 bzw. 14 wesentlich kleiner als der Einspannquerschnitt des Querriegels 30 beim Stand der Technik. Die Einspannung des oberen Querträgers 40 geschieht bei dem bevorzugten Ausführungsbeispiel ausschließlich am Längs-Süll 28, wie man den Fig. 3 und 4 unmittelbar entnimmt, d. h. also an einer Stelle des Längsverbandes, die deutlich weniger biegesteif ist als der darunter liegende Box-Girder 16. Durch diese Maßnahmen wird erreicht, daß in die Querträger nur noch stark verringerte Spannungen eingeleitet werden und die Strukturen beiderseits der Anschlußstellen von Querträger 40/Box-Girder 16 entsprechend schwächer ausgebildet sein können. Erkennbar ist in den Fig. 3 und 4 weiterhin, daß die Materialdicken an den oberen Enden der Haupt-Längsverbände 12 und 14 erheblich geringer sind als beim Stand der TechnikThe upper cross member 40 of the cross bracing according to the invention has a trapezoidal shape in the view according to FIG. 3; its upper edge or an upper cover plate 40 'has a greater length in the transverse direction of the hull 10 than its lower edge or a lower cover plate 40˝. The trapezoidal shape means that the cross member 40 tapers towards its front ends in the view according to FIG. 3. In the exemplary embodiment, the height of the crossbeam is therefore somewhat less than the height of the longitudinal sill 28; the upper edge or cover plate 40 'runs approximately in the plane of the free front edges of the longitudinal coaming. Accordingly, the clamping cross section of the upper cross member 40 at its transition to the main longitudinal structure 12 or 14 is significantly smaller than the clamping cross section of the cross bar 30 in the prior art. The upper cross member 40 is clamped in the preferred exemplary embodiment exclusively on the longitudinal sill 28, as can be seen directly from FIGS. 3 and 4, that is to say at a point in the longitudinal bond that is significantly less rigid than the box girder 16 underneath These measures ensure that only greatly reduced tensions are introduced into the crossmember and that the structures on both sides of the connection points of crossmember 40 / box girder 16 can be made correspondingly weaker. It can also be seen in FIGS. 3 and 4 that the material thicknesses at the upper ends of the main longitudinal bandages 12 and 14 are considerably less than in the prior art

Darauf hinzuweisen ist schließlich, daß der in den Fig. 3 und 4 dargestellte Querverband als oberen Querträger 40 im wesentlichen nur eine in einer senkrechten Ebene angeordnete ausgesteifte einzelne Platte 44 aufweist, daß der Querträger 40 also nicht mehr notwendigerweise als geschlossener Kastenträger ausgestaltet sein muß. Von der Aussteifung des Querträgers 40 in diesem Ausführungsbeispiel ist in Fig. 4 nur ein querverlaufender Steg 46 erkennbar, dessen lichte Höhe hier geringer als die Höhe des Längs-Sülls 28 ist. Erkennbar ist schließlich, daß die Summe der Höhen des oberen und unteren Querträgers 40, 42 im Ausführungsbeispiel maximal gleich der Gesamthöhe des herkömmlichen Querriegels 30 ist; diese Höhenangabe gilt aufgrund der Trapezform des oberen Querträgers nur für dessen mittleren Bereich.Finally, it should be noted that the cross bracing shown in FIGS. 3 and 4 as the upper cross member 40 essentially has only one stiffened single plate 44 arranged in a vertical plane, so that the cross member 40 no longer necessarily has to be designed as a closed box girder. From the stiffening of the cross member 40 in this embodiment, only a transverse web 46 can be seen in FIG. 4, the clear height here being less than the height of the longitudinal sill 28. Finally, it can be seen that the sum of the heights of the upper and lower cross members 40, 42 in the exemplary embodiment is at most equal to the total height of the conventional cross bar 30; due to the trapezoidal shape of the upper crossbeam, this height specification only applies to its central area.

Die in Fig. 5 gezeigte Draufsicht auf den oberen Querträger 40 nebst angrenzenden Haupt-Längsverbänden 12, 14 läßt erkennen, daß der Querträger 40 zwei Luken 50, 52 voneinander trennt, die zu den darunter befindlichen Laderäumen führen. Erkennbar ist hier vor allem auch die Anordnung von an sich üblichen und notwendigen Lukeneckplatten 54, die jedoch beim Stand der Technik wegen der dort erheblich größeren Spannungen entsprechend größere Lukenradien r haben müssen.The top view shown in FIG. 5 on the upper cross member 40 together with adjacent main longitudinal bandages 12, 14 shows that the cross member 40 separates two hatches 50, 52 from one another, which lead to the cargo spaces located below. The arrangement of hatch corner plates 54 which are customary and necessary per se can be seen here, which, however, must have correspondingly larger hatch radii r in the prior art because of the considerably higher voltages there.

Die Bedeutung der durch die Erfindung ermöglichten Verringerung des Lukenradius ist besonders deutlich aus der Detailzeichnung der Fig. 6 zu erkennen. Die Einspannstelle 41 des Querträgers 40 an dem Längs-Süll 28 sowie der Querträger 40 selbst und auch das Längs-Süll 28 werden ausweislich Fig. 6 gemeinsam (partiell) von der gezeigten Lukeneckplatte 54 abgedeckt. Beim Stand der Technik haben die Lukeneckplatten 54 einen Lukenradius r1, der in Fig. 6 als durchgehende Linie dargestellt ist. Durch eine Schraffierung kenntlich gemacht ist in der Zeichnung eine den Laderaum vertikal durchsetzende, L-förmig ausgestaltete Containerführung 56, die zusammen mit weiteren Containerführungen zum sicheren Halten von Containern 58 im Laderaum dient.The importance of the reduction in hatch radius made possible by the invention can be seen particularly clearly from the detailed drawing in FIG. 6. The clamping point 41 of the cross member 40 on the longitudinal sill 28 as well as the cross member 40 itself and also the longitudinal sill 28 are covered (partially) as shown in FIG. 6 by the hatch corner plate 54 shown. In the prior art, the hatch corner plates 54 have a hatch radius r 1 , which is shown in FIG. 6 as a solid line. Hatched in the drawing shows an L-shaped container guide 56 which vertically penetrates the loading space and which, together with further container guides, serves to securely hold containers 58 in the loading space.

Durch die erfindungsgemäßen Maßnahmen zur Verringerung der Spannungen in den Längsverbänden des Schiffsrumpfes ist es möglich, nicht nur die Dicke der Deckplatten 18 der Box-Girder 16 und damit auch der Lukeneckplatten 54 zu verringern; vielmehr kann zusätzlich auch der Lukenradius von einem großen Wert r1 auf einen sehr viel kleineren Wert r2 vermindert werden. Die Folge hiervon ist, daß die Containerführungen 56 um ein Maß "y" in Richtung auf den angrenzenden Box-Girder 16 sowie um ein Maß "x" in Richtung auf den angrenzenden oberen Querträger 40 versetzt werden können. In einer praktischen Ausführungsform hatte das Maß "y" eine Größe von 75 mm. Um dieses Maß wurde nun nicht die Containerführung 56 verschoben. Vielmehr wird dieses Maß mit Vorteil zu einer entsprechenden Verbreiterung des Box-Girders verwendet, dar durch diese Maßnahme mit verringerten Plattenstärken gebaut werden kann, was eine zusätzliche Kostensenkung bedeutet.The measures according to the invention for reducing the stresses in the longitudinal associations of the ship's hull make it possible not only for the thickness of the cover plates 18 of the box girder 16 and thus also to reduce the hatch corner panels 54; rather, the hatch radius can also be reduced from a large value r 1 to a much smaller value r 2 . The consequence of this is that the container guides 56 can be offset by a dimension "y" in the direction of the adjacent box girder 16 and by a dimension "x" in the direction of the adjacent upper cross member 40. In a practical embodiment, the dimension "y" was 75 mm. The container guide 56 has not been moved by this amount. Rather, this measure is used with advantage for a corresponding widening of the box girder, which means that this measure can be used with reduced plate thicknesses, which means an additional cost reduction.

Der Platzgewinn in Richtung des Maßes "x" ist je Laderaum zweimal vorhanden. Bei einem Schiff mit 15 Containerreihen ergab sich in einem praktischen Ausführungsbeispiel ein Platzgewinn von über 6 m, der - wie oben ausgeführt - zu einer Verringerung der Schiffslänge bei gleicher Containerzahl oder zu einer Vergrößerung der Containerzahl bei gleicher Schiffslänge genutzt werden kann.There is twice the space in the direction of dimension "x" per cargo space. In a practical embodiment, a ship with 15 rows of containers gained more than 6 m of space, which - as explained above - can be used to reduce the length of the ship with the same number of containers or to increase the number of containers with the same length of ship.

Claims (6)

  1. A ship's hull, especially for a container ship, the two main outer longitudinal bracing members 12, 14 of which exhibit in each case a box girder 16 and between every two holds or hatches (50, 52) are connected together by crossbracing members as well as exhibiting above the box girder 16 in the region of the lateral boundary of the holds continuous longitudinal coamings 28,
    characterized in that these crossbracing members exhibit in each case two crossbeams (40, 42) of which one (40) is connected to the longitudinal coamings (28) at least mainly above the box girder (16) and a second crossbeam (42) engages with the longitudinal bracing members (12, 14) at about half the height of the ship in a region of low longitudinal bending stress.
  2. A ship's hull as in Claim 1,
    characterized in that the height of the upper crossbeam 40 in the region of its endfaces at the sides is less, considered in the vertical direction, than the height of the longitudinal coamings (28) and that the upper edge of the upper crossbeam (40) runs at about the height of the upper edge of the longitudinal coamings.
  3. A ship's hull as in Claim 1 or 2,
    characterized in that the upper crossbeam (40) engaging with the longitudinal coamings (28) has, seen in the direction longitudinal to the ship, a hanging trapezoidal shape (Figure 3).
  4. A ship's hull as in one of the Claims 1 to 3,
    characterized in that the upper crossbeam (40) at or near its points of connection (41) to the longitudinal coamings (28) has a height which is less than the height of the adjoining longitudinal coaming.
  5. A ship's hull as in one of the Claims 1 to 4,
    characterized in that the upper crossbeam (40) is formed essentially of a plate (44) standing upright and stiffened by webs and the like.
  6. A ship's hull as in at least one of the preceding Claims,
    characterized in that the vertical extent of the lower crossbeam (42) is about half the maximum vertical extent of the upper crossbeam (40).
EP90102540A 1989-02-24 1990-02-09 Vessel's hull, especially for a container ship Expired - Lifetime EP0384237B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE8902226U DE8902226U1 (en) 1989-02-24 1989-02-24 Ship hull, especially for a container ship
DE8902226U 1989-02-24

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EP0384237A1 EP0384237A1 (en) 1990-08-29
EP0384237B1 true EP0384237B1 (en) 1992-10-21

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EP (1) EP0384237B1 (en)
JP (1) JP2528990B2 (en)
KR (1) KR970010820B1 (en)
DE (2) DE8902226U1 (en)
DK (1) DK0384237T3 (en)
ES (1) ES2035661T3 (en)

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KR20040047140A (en) * 2002-11-29 2004-06-05 대우조선해양 주식회사 hatch coaming top corner
DE10340715A1 (en) * 2003-09-04 2005-04-14 Aker Mtw Werft Gmbh Stabilization device for PanMax container ships
JP4636118B2 (en) 2008-05-12 2011-02-23 株式会社デンソー Electronic device and program
CN111634366B (en) * 2020-06-05 2021-12-17 中国船舶工业集团公司第七0八研究所 Typical cargo hold layout of large bulk carrier

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Publication number Priority date Publication date Assignee Title
FR1583614A (en) * 1966-09-05 1969-11-21
US3552345A (en) * 1968-10-14 1971-01-05 Matson Navigation Co Flexible hold structure in containership
DE2531487B2 (en) * 1975-07-15 1978-01-26 O & K Orenstein & Koppel AG Werk Lübeck, 2400 Lübeck REFRIGERATED CONTAINER SHIP
US4043285A (en) * 1976-02-25 1977-08-23 Nordstrom Immo R Container ship
DE3402520A1 (en) * 1984-01-26 1985-08-14 Howaldtswerke - Deutsche Werft AG Hamburg und Kiel, 2300 Kiel Container ship

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DE59000363D1 (en) 1992-11-26
DE8902226U1 (en) 1989-05-03
KR900012810A (en) 1990-09-01
EP0384237A1 (en) 1990-08-29
JPH02262489A (en) 1990-10-25
DK0384237T3 (en) 1993-01-25
JP2528990B2 (en) 1996-08-28
ES2035661T3 (en) 1993-04-16
KR970010820B1 (en) 1997-07-01

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