EP0384237B1 - Schiffsrumpf, insbesondere für ein Containerschiff - Google Patents

Schiffsrumpf, insbesondere für ein Containerschiff 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
Authority
EP
European Patent Office
Prior art keywords
longitudinal
ship
hull
height
crossbeam
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.)
Expired - Lifetime
Application number
EP90102540A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0384237A1 (de
Inventor
Melchior H. Dipl.-Ing. Bothe
Hermann Kewel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Melchior Bothe Te Bremen Bondsrepubliek Duitsland
Original Assignee
Bremer Vulkan AG Schiffbau und Maschinenfabrik
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bremer Vulkan AG Schiffbau und Maschinenfabrik filed Critical Bremer Vulkan AG Schiffbau und Maschinenfabrik
Publication of EP0384237A1 publication Critical patent/EP0384237A1/de
Application granted granted Critical
Publication of EP0384237B1 publication Critical patent/EP0384237B1/de
Anticipated expiration legal-status Critical
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Classifications

    • 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.

Landscapes

  • 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)
EP90102540A 1989-02-24 1990-02-09 Schiffsrumpf, insbesondere für ein Containerschiff Expired - Lifetime EP0384237B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE8902226U 1989-02-24
DE8902226U DE8902226U1 (de) 1989-02-24 1989-02-24 Schiffsrumpf, insbesondere für ein Containerschiff

Publications (2)

Publication Number Publication Date
EP0384237A1 EP0384237A1 (de) 1990-08-29
EP0384237B1 true EP0384237B1 (de) 1992-10-21

Family

ID=6836400

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90102540A Expired - Lifetime EP0384237B1 (de) 1989-02-24 1990-02-09 Schiffsrumpf, insbesondere für ein Containerschiff

Country Status (6)

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

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20040047140A (ko) * 2002-11-29 2004-06-05 대우조선해양 주식회사 콘테이너 해치 코밍의 탑 코너부 구조
DE10340715A1 (de) * 2003-09-04 2005-04-14 Aker Mtw Werft Gmbh Stabilisierungseinrichtung für PanMax Containerschiffe
JP4636118B2 (ja) 2008-05-12 2011-02-23 株式会社デンソー 電子機器及びプログラム
CN111634366B (zh) * 2020-06-05 2021-12-17 中国船舶工业集团公司第七0八研究所 一种大型散货船典型货舱布局

Family Cites Families (5)

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

Also Published As

Publication number Publication date
DE8902226U1 (de) 1989-05-03
DK0384237T3 (da) 1993-01-25
JPH02262489A (ja) 1990-10-25
KR970010820B1 (ko) 1997-07-01
ES2035661T3 (es) 1993-04-16
EP0384237A1 (de) 1990-08-29
KR900012810A (ko) 1990-09-01
JP2528990B2 (ja) 1996-08-28
DE59000363D1 (de) 1992-11-26

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