EP0536130B1 - Vessel hull - Google Patents

Vessel hull Download PDF

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Publication number
EP0536130B1
EP0536130B1 EP91900970A EP91900970A EP0536130B1 EP 0536130 B1 EP0536130 B1 EP 0536130B1 EP 91900970 A EP91900970 A EP 91900970A EP 91900970 A EP91900970 A EP 91900970A EP 0536130 B1 EP0536130 B1 EP 0536130B1
Authority
EP
European Patent Office
Prior art keywords
hull
plating
longitudinal
braces
transverse
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
EP91900970A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0536130A1 (en
Inventor
Kaare Syvertsen
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.)
Sinvent AS
Original Assignee
Sinvent AS
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 Sinvent AS filed Critical Sinvent AS
Publication of EP0536130A1 publication Critical patent/EP0536130A1/en
Application granted granted Critical
Publication of EP0536130B1 publication Critical patent/EP0536130B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B63B3/16—Shells
    • 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

Definitions

  • the present invention concerns a hull particularly for ships and similar marine structures of the type stated in the introduction to Claim 1.
  • the plating and bracing system is arranged so that the external pressure primarily is carried by bending stresses in the hull plating. Loads are led from the plating to the primary braces (usually longitudinal braces) then to the secondary braces (usually transverse frames) and finally to the ship's side/- longitudinal bulkhead for distribution along the "ship's beam". In smaller vessels the plating is often given a double curvature. In a double curved plate the external pressure will mainly be carried by compressive in-plane stresses (shell stresses).
  • a weight optimized structure is characterized by relatively thin hull plates and a dense framework of primary and secondary braces. This results in a complicated structure with high production costs.
  • the complicated structure introduces several problems. It brings about a range of complicated connections between the various bracing components in steel and aluminium hulls, as well as in glassfibre hulls (GRP). This can easily lead to cracking because of fatigue or delamination in GRP hulls.
  • All hull components are normally designed so that the stress level is below an accepted elastic stress level.
  • the stresses in the plates will gradually change from bending stress to tensile stress (membrane stress).
  • the result will be permanent deformities in metal hulls and local cracking in glassfibre hulls (GRP-hulls).
  • the main objective of the present invention is to create a hull for ships, barges and other marine structures, that permits weight and cost reductions in the production of hulls made of steel, aluminium or composites.
  • the invention also has the objective of reducing the number of structural details which are particularly exposed to damage. It is also an object to simplify the connections between the plating and the braces.
  • a further objective of the invention is to find new methods of fabricating hulls that will help to reduce costs.
  • the invention is based on the use of what is known as membrane tension, i.e. a concave section of plating that supports external pressure by means of tensile membrane stress.
  • the concave plates are placed between and fixed to longitudinal braces which are supported on transverse frames that in principle are not attached to the skin hull plates of the ship.
  • the hull plating is connected to other members than the longitudinals, by for example a transverse bulkhead, this is achieved without any real forces being transferred directly from the hull plating to the transverse member.
  • the use of membrane sections can be combined with parts of a hull where a traditional bracing system is used.
  • the new proposed type of structure can be produced in a known manner.
  • the invention is particularly favourable where weight reductions are essential such as in high-speed vessels.
  • the invention can be used for all types of ships hulls, hulls for barges and other marine structures.
  • the only precondition is that the hull must generally only be exposed to external lateral pressure. This is particularly the case for high-speed vessels, either catamarans or single-hulled ships and naval vessels, for example.
  • Fig. 1 shows a design where the present invention is used on a single hull, in a small high-speed vessel such as a patrol craft.
  • the figure shows a midship frame in the hull.
  • the hull structure consists of a transverse frame 11 that is connected to a deck beam 12 and an internal brace 13, that if necessary can be used as a support for the interior deck.
  • the transverse frames 11 are connected to the longitudinals 14.
  • the example shows two longitudinal braces 14a and 14b on each side, and a V-shaped keel 16.
  • the keel 16 is further braced by transverse plates 17 at each transverse frame.
  • the membrane section 18, that is the concave plating section, is connected to the longitudinal 14B so that they extend from the bow to the stern.
  • the membrane sections are welded in the longitudinals 14A and 14B and the keel 16 by continuous longitudinal welds.
  • the hull plates form concave sections between the longitudinals. The plates have a radius of curvature that is sufficient to give pure tensile stress.
  • the longitudinal frames 14A and 14B are placed so they follow the lines of the hull.
  • the transverse braces 11 can be welded only to the longitudinals 14A and 14B. Thus the transverse frames 11 will only be exposed to compressive forces under normal load conditions.
  • metal plates are used as the membrane sections 18.
  • a similar type of structure can be used for hulls with glassfibre hull plates.
  • the plating or the membrane sections 18 must here be laid continuously over the longitudinals 14A and 14B.
  • the fibres in such a glassfibre membrane are to be laid in the direction that gives the optimal utilization of the tensile strength of the material.
  • the forces that are transferred from the plating to the braces will mainly be forces acting perpendicularly to the hull surface.
  • the strength requirements on the connection between the hull plating (membrane sections) and the longitudinal braces are not high.
  • Fig. 2 shows a catamaran hull with a laminated outer hull plating (sandwich plates).
  • the hull consists of a transverse bulkhead 20 that acts as a support for a deck beam 21 and outer transverse frames 24 and inner transverse frames 25 that extend down towards the keel area.
  • the deck beams 21 are attached to a longitudinal 26. Similar longitudinals 27A, 27B and 28A, 28B are located one under the other along each side of the ship. In the transition to the keel area there are longitudinals 29A and 29B on each side.
  • the deck 30 is built in a traditional manner. From the deck next to frame 26 and down towards the keel area (longitudinals 29A and 29B) the hull plates are laid as membrane sections 31. Traditional means of construction are used by the keel 33 and the longitudinal frames are connected to a local web 33 in the keel region. From the longitudinal 29B close to the keel membrane sections 32 cover the hull up to the centre line 22. Longitudinal braces 27B and 28B are found as indicated in Fig. 2. In the central part of the hull (wet deck) the hull plates are attached to the transverse bulkhead 20.
  • Fig. 3 shows the details of the area that are close to the keel region.
  • the transverse brace 24 in this example has a quadratic section, and can be made of glassfibre for example.
  • the hull plate 31 has a sandwich construction with covering layers of glassfibre-reinforced plastic and with foam as the core material.
  • Fig. 4 shows the equivalent details as Fig. 3 for the attachment of the hull plates 31 at the transition to the deck.
  • the transverse frames are also made of glassfibre profiles 24, with longitudinals 26 and 27A built into the transverse frame structure.
  • Fig. 5 shows the arrangement of a longitudinal 27A used in a modified hybrid design where an aluminium transverse brace 25 is used.
  • the longitudinal 27A is attached with two aluminium brackets 49 that are welded to the transverse frame 24.
  • laminated single hull plates 31 are used, These could be made of glassfibre.
  • the hull plates will have pure tensile stresses, apart from in the area where the hull plates lie against the transverse braces.
  • the tensile stresses result in lateral forces that are carried by the longitudinals 26, 27A, 27B and 28A, 28B and 29A and 29B.
  • Fig. 6 shows a section through a tanker designed in accordance with the invention.
  • the hull has a transverse brace 34 that is divided into sections with intermediate longitudinals 35A-J.
  • the transverse brace sections 34A-E support the bottom plates 36, that form the inside base of the tank 37.
  • the longitudinal braces 35A-F that support the concave skin plates 38 are welded to the transverse braces.
  • the transverse brace 34F has closely spaced longitudinal braces 35I using known methods, and is covered by an extension of the hull plates 38.
  • the ship's sides have two sections 34G and 34H with a transverse brace and interior walls 39 in a known manner.
  • the outer part of the longitudinals 35G-J is welded to the hull plates 40.
  • the hull plates are formed so that a concave arched membrane section 41 is formed in an equivalent manner as at the bottom.
  • the topside of the vessel is designed by known means, with a transverse brace 42, longitudinal braces 43 and plates 44 midship.
  • a transverse brace 42 for braces 43 and plates 44
  • membrane sections 45 and 46 at the sides of the midship plates 44 and a traditional braced plate section 47 in the upper part of the ship's side, between the outer membrane section 46 and membrane section 41.
  • the bottom plates 36 can be shaped as membrane sections, with or without connection to the transverse frames. Also the interior wall, or parts of this can be shaped as membrane sections, with or without connection towards the transverse frames along the sides of the ship. This gives the same advantages as when a membrane section is used for the outer hull plating.
  • the invention will provide a basis for a simplified production that will in turn give considerable reductions in cost.
  • the frames are correctly positioned it is possible for example to lay the hull plates out by being unwound from a plate spool. Further, the invention enables more rational assembly of machinery, equipment and the like before the hull plates are attached.
  • the invention can be combined with parts of hulls that are designed by traditional means.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Laminated Bodies (AREA)
  • Pressure Vessels And Lids Thereof (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Gyroscopes (AREA)
  • Electroplating Methods And Accessories (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Helmets And Other Head Coverings (AREA)
  • Body Structure For Vehicles (AREA)
EP91900970A 1989-12-29 1990-12-17 Vessel hull Expired - Lifetime EP0536130B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NO895316A NO175811C (no) 1989-12-29 1989-12-29 Skrog for fartöy
NO895316 1989-12-29
PCT/NO1990/000188 WO1991009768A1 (en) 1989-12-29 1990-12-17 Vessel hull

Publications (2)

Publication Number Publication Date
EP0536130A1 EP0536130A1 (en) 1993-04-14
EP0536130B1 true EP0536130B1 (en) 1996-08-28

Family

ID=19892722

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91900970A Expired - Lifetime EP0536130B1 (en) 1989-12-29 1990-12-17 Vessel hull

Country Status (12)

Country Link
EP (1) EP0536130B1 (el)
JP (1) JPH05505360A (el)
KR (1) KR920703387A (el)
AU (1) AU651329B2 (el)
CA (1) CA2072570A1 (el)
DE (1) DE69028318T2 (el)
DK (1) DK0536130T3 (el)
ES (1) ES2094806T3 (el)
FI (1) FI98288C (el)
GR (1) GR3021534T3 (el)
NO (1) NO175811C (el)
WO (1) WO1991009768A1 (el)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO173815C (no) * 1991-09-03 1994-02-09 Mcg As Anordning ved skrog for fartooy

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2058282A (en) * 1932-05-12 1936-10-20 Budd Edward G Mfg Co Boat hull
US2162822A (en) * 1938-06-23 1939-06-20 Parsons George Chauncey Ship hull and method of constructing it
US2743694A (en) * 1952-02-26 1956-05-01 John A Mcalcer Welded ship hull construction
US4638754A (en) * 1985-03-27 1987-01-27 Tornay Edmund G Vessel hull and bulkheads construction employing curved plating
JPS62175289A (ja) * 1986-01-30 1987-07-31 Mitsui Eng & Shipbuild Co Ltd 船舶の外板構造

Also Published As

Publication number Publication date
GR3021534T3 (en) 1997-02-28
WO1991009768A1 (en) 1991-07-11
NO895316L (no) 1991-07-01
JPH05505360A (ja) 1993-08-12
CA2072570A1 (en) 1991-06-30
AU6914091A (en) 1991-07-24
NO895316D0 (no) 1989-12-29
DE69028318D1 (de) 1996-10-02
FI98288B (fi) 1997-02-14
FI922987A (fi) 1992-06-26
EP0536130A1 (en) 1993-04-14
AU651329B2 (en) 1994-07-21
DK0536130T3 (el) 1997-02-17
KR920703387A (ko) 1992-12-17
FI922987A0 (fi) 1992-06-26
NO175811B (no) 1994-09-05
NO175811C (no) 1994-12-14
FI98288C (fi) 1997-05-26
ES2094806T3 (es) 1997-02-01
DE69028318T2 (de) 1997-04-10

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