FR3087746A1 - Vessel comprising longitudinal reinforcement arches - Google Patents

Abstract

The present invention relates to a vessel (1) comprising a hull (10) and at least one deck (P1, P2, P3), characterized in that said vessel (1) further comprises two reinforcing arches (12) extending on each of the side edges of said ship (1) along at least part of said deck (P1, P2, P3) Figure 1

Description

Description Title of the invention: Vessel comprising longitudinal reinforcement hoops 1 Technical field of the invention

The present invention is. relating to a ship, such as a military navy ship, a work ship, a ship (transporting passengers or a yacht.

The invention relates more particularly to the structure of such a ship.

2 State of the art

In the design and construction of ships, and in particular of very long ships, it is necessary to optimize the weight and the environmental impact of the ship during its years of operation, the structure of the latter in front of stay robust.

[0004] It is generally considered that the greater the length and the displacement (that is to say the mass) of a ship, the more problems arise with the longitudinal rigidity of the hull and fatigue due to the bending of the vessel. alternating type (arc and counter-arc) it undergoes.

[0005] In order to distribute the stresses as well as possible and optimize the strength of the structure of the ship, the internal structure of the hull is generally reinforced, which can be likened to a "frame".

[0006] These vessels must also have operational capacities adapted to the specific needs of their buyers.

3 Disclosure of the invention

[0007] The invention provides a ship comprising a hull and at least one deck, said ship further comprising two reinforcing arches extending on each of the lateral edges of said ship along at least part of said deck.

100081 Thus, rather than reinforcing the structure of the hull, it is proposed to reinforce the structure of the ship by the use of lateral stiffeners extending in the longitudinal direction of the ship, called longitudinal reinforcing arches.

100091 The invention thus proposes to separate the “skin” or “envelope” function (consisting of the deck and the hull) from the lateral stiffeners.

100101 The invention applies more particularly, but not necessarily, to military ships.

It can also be applied to work boats, passenger ships, yachts, etc.

100111 Furthermore, the invention applies to ships having one or more decks, such as ships with two or three decks.

100121 According to a particular implementation of the invention, said ship comprises a hangar extending over the entire width of the ship and opening through an opening on a side wall 2 or the two opposite side walls of the hull of the ship, both reinforcement hoops extending on either side of said hangar along the longitudinal axis of the ship.

The ship can thus include a hangar occupying the entire width of the ship, and open on each side.

This hangar can house boats, an aircraft, or store one or more 20-foot container (s), for example.

Such a hangar can also house any other equipment or cargo capable of fitting into the dimensions of the hangar.

To best distribute the stresses and optimize the strength of the structure, while taking into account the structural void induced by this hangar, the reinforcing arches are rigidly connected to the deck and to the hull and longitudinally reinforce the deck and the hull in flexion.

According to a particular aspect of the invention, a first portion of the reinforcement hoops extends above said hangar and a second portion of the reinforcement hoops extends from the first portion towards the rear of the ship.

According to a particular embodiment of the invention, the ship comprises at least two decks including an upper deck and a lower deck extending below said upper deck, said reinforcing arches each extend from the lower deck.

Advantageously, the first portion of the reinforcing arches extends at the level of said upper deck of the ship located above said hangar and the second portion of the reinforcing arches extends at the level of the lower deck of the ship located in below said upper deck.

Advantageously, the zone of the lower deck located between the second portions of the reinforcing arches has a bottom wall connected to said hangar by means of an opening which can be closed by at least one movable closure element.

According to a particular implementation of the invention, said first portion of each reinforcing arch extends towards the front of the vessel, and is extended by an end portion oriented towards the end portion of the 'other reinforcement hoop.

According to a particular implementation of the invention, the second portion of the reinforcing arches is extended by a third portion extending at least partially around an opening closed by a door and formed on the rear part of the hull of the ship.

According to a particular implementation of the invention, said reinforcing hoops have a variable thickness along the longitudinal axis of the ship.

According to a particular implementation of the invention, said reinforcing arches are welded to the shell

Preferably, said arches of reinforcement arches are made of aluminum.

Advantageously, said reinforcing arches are hollow.

4 List of Figures 3 100261 Other characteristics and advantages of the invention will emerge more clearly on reading the following description of embodiments, given by way of simple illustrative and non-limiting examples, and from the accompanying drawings, among which:

[0027] [Fig.1]: Figure 1 is a schematic perspective view of the rear of a ship according to the invention implementing a hangar occupying the entire width of the ship and lateral reinforcing arches;

[0028] [fig.2]: Figure 2 is a partial schematic view of an example of a lateral reinforcing arch behind which is arranged a light shed;

[0029] [fig.3]: FIG. 3 is a partial schematic view of an example of a lateral reinforcing arch;

[0030] [Fig.4]: Figure 4 is a side view of a first type of vessel according to the invention;

[0031] [fig.5]: Figure 5 is a side view of a second type of ship according to the invention; and

[0032] [Fig.6]: Figure 6 illustrates a possible structure of reinforcing arches;

[0033] [Fig.7]: Figure 7 illustrates another possible structure of reinforcing arches;

[0034] [Fig.8]: Figure 8 is a top view of a ship according to the invention showing a particular shape of the reinforcement hoops.

Detailed description of the invention

[0035] FIG. 4 is a side view of a ship 1 in accordance with the invention, and more particularly of a military navy vessel of the patrol type (or OPV for "Offshore Patrol Vessel" in English).

The ship 1 comprises a hull 10, a propulsion device (not visible) and several stepped decks P1, P2, P3.

The vessel 1 has a length of approximately 70m and the hull 10 is made of aluminum.

The ship 1 incorporates a modular hangar 11 (called "Mission Bay") occupying the entire width of the ship 1, open on each side and closable by a system of curtains.

This hangar 11 can house and implement two semi-rigid boats of 8.5m, but can also store longitudinally a 20-foot container or any other similar equipment offering the ship 1 the possibility of adapting to the missions.

In a known manner, on small ship sizes, these are the local forces linked to the sinking of the hull or the water on the deck (hydrostatic) or the dynamic forces (accelerations, in particular vertical, "slamming ", etc) which are dimensioning for the structure.

[0041] For ships of around 50m, the overall forces become significant, in particular the overall bending of the ship.

This bending is due to the differential between the weight distribution along the ship and the water pressure distribution along the hull, both statically and dynamically.

The Applicant relied both on classification society regulations, and on internal developments to study this subject, with particular interest in the phenomena of cyclic fatigue.

For example, the Applicant has carried out sea-keeping calculations on swells having provided data for finite element type calculations of the entire ship and has carried out long campaigns for acquiring behavior data and constraints on ships built in order to readjust their models.

It appears that the integration of the concept of hangar 11 described above represents a risk vis-à-vis the good distribution of stresses and the strength of the structure.

Indeed, the hangar 11, because of its location in the middle of the ship and its very principle of open space, corresponds to a local weakening of the “ship beam”, where the expected stresses are highest. .

By reflecting on the structural problem described in the previous paragraph, as well as aesthetic concerns, the Applicant had the idea of a concept of a structural arch, called “Arch Bow” or “Rear Bow”.

These longitudinal reinforcement hoops 12, located symmetrically (on either side of the longitudinal axis of the ship, on the rear of the superstructure, have the function of distributing the bending stresses along the ship beam, thus surrounding the structural void induced by the hangar 11.

The design of these rear hoops 12 takes into account the transmission of the overall bending forces between the decks of the ship.

These reinforcing arches 12 extend over the lateral edges of the vessel 1 along the longitudinal axis of the latter.

They start from the upper deck PI (shown in dotted lines) as an extension of the bulwark (first portion 121), circling the wheelhouse (but thicker at the rear), and descend sloping towards the rear, to descend towards the lower bridge P2 (second portion 122 and third portion 123).

Although this is not visible, the arches 12 descend towards the main deck P3 (shown in dotted lines) and extend below the latter inside the hull 10.

These reinforcing arches 12 are in the form of a hollow section.

The first portion 121 of the reinforcement hoops 12 extends above said hangar 11 and the second portion 122 of the reinforcement hoops 12 extends from the first portion 121 towards the rear of the ship.

The first portion 121 of the reinforcing hoops 12 extends at the level of the upper deck Pl of the ship 1 which is located above said hangar 11 and the second portion 122 of the reinforcing hoops 12 extends at the level of the deck lower P2 of vessel 1 located below the upper deck Pl.

Ccs 12 reinforcement hoops are visible (shape and color) from the side and seen from the rear of the ship 1, and underline the modular and practical, even utilitarian, function of the ship while fulfilling the function of transmitting stress to the origin of the idea.

Ccs side reinforcement hoops 12 extending along the longitudinal axis of the ship 1, on either side of said hangar 11.

Ccs reinforcing arches 12 form two thick and hollow side boxes housing technical or circulation functions, the space 13 located in the middle between the arches 12 being an open and modular rectangular space:

- either to close it by a hangar H intended to accommodate a helicopter as illustrated in the detail view of Figure 2 (it could also accommodate an aerial drone, not shown in this figure),

- either open and allowing the reception of a container C (20 feet, for example) or something else as illustrated in Figure 1.

In the first case, the structure of the light hangar H is preferably separated from the main structure, for example by constructing it as a container with folded sheet metal and a supporting structure.

The bottom of the lower deck P2 and of the space 13 can be open and have a bay 14 which can be closed off by a roller shutter, for example, the bay 14 opening inside the hangar 11.

The design of two longitudinal reinforcing arches 12 in addition to the hangar 11 ensures structural continuity in overall bending.

In terms of design, this makes it possible to highlight the modularity function of the ship.

The two lateral reinforcing arches 12 can be extended vertically on the upper PI and lower P2 bridges, and can integrate circulation, ventilation or other, and can make it possible to:

- Have a modular space on the lower bridge P2 between the two reinforcement arches 12: drone hangar or open space (for the installation of a 20-foot container);

- Have at the upper deck P1 two rectangular modular spaces of 30 m2 (modular space, diving room, etc.).

The fact of passing the stresses through the outer skins of the structure of the ship (planks or webs) and the lateral hoops 12 (sole) can make it possible to dispense with the structure between these elements.

[0065] The reinforcing hoops 12 are preferably hollow, and have a substantially rectangular section with optionally cut planes, and chamfer or fillet type connections (FIGS. 6 and 7).

For example, the height of the reinforcement hoops 12 is of the order of 1.20 m and their width can vary between 0.20 m and 1.20 m in the longitudinal direction of the ship.

The principle of the invention remains valid in the case of a solid section, although it is more complex to manufacture in these dimensions and less advantageous in terms of mass / resistance ratio.

The reinforcement hoops 12 are made of marine type aluminum, sheets and profiles.

Manufacturing by assembly of specific profiles (aluminum) can be considered.

[0070] The reinforcing arches 12 are rigidly welded to the shell forming a recess.

One can imagine that the area of the lower bridge P2 between the reinforcing arches 12 is flexible: we can install a light hangar (which is not structural), for example to house a USV, to house and store equipment , to accommodate a standard 20-foot or 10-foot container.

Most ships of this type do not have a very sophisticated aesthetic.

The illustrated solution offers a new and refined aesthetic.

It turns out that ships of this type, or military ships in general, if an aesthetic concern has been integrated, it is often at the front of the ship.

Generally, the rear part is very technical, and is functionally treated with large flat, horizontal (bridges), transverse and longitudinal surfaces with a “box” effect and violent transitions between the surfaces.

The concept of reinforcing arches proposed makes it possible to aesthetically soften the transition between the zones, and offers a line sloping gently towards the anière, marked by the thickness of the structure and possibly the color and texture of this area which makes it possible to aesthetically link the volumes along the ship and give more visual impact to the front by avoiding sudden breaks in the line at the rear which attract the eye of the observer.

This reinforcement hoop concept can be extended towards the front of the ship.

Indeed, as illustrated in the figures, the arches 12 are located at the rear of the superstructure, with a structural transition zone towards the side bulwarks surrounding the wheelhouse.

The stresses passing through the arches being important, the transition is difficult to manage structurally.

[0076] In the top view of FIG. 8, the reinforcement hoops 12 extend structurally towards the front of the ship, or even up to the front part of the bulwarks where this protection 7 closes transversely.

The end portions 120 are curved towards the interior of the vessel 1 to protect the wheelhouse and the crew from the effects of the sea and the wind at the level of the upper deck.

This extension can be aesthetically coherent, all the arches and the bulwark being able to have the same color / texture.

It is important to note that the invention is not linked to the presence of the transverse hangar 11.

If it can be considered that in the event of the presence of the hangar 11, or any other large opening in the ribs of the ship beam, the invention makes it possible to stiffen the ship beam, it also allows it without the presence of this type of "hole" in the structure (may or may not be through).

This is illustrated in FIG. 5 which shows another type of ship 1 without a hangar 11 but using reinforcement hoops 12 as described above.

Figures 6 and 7 illustrate two possible structures of reinforcing arches according to the invention.

In FIG. 6, the arch 12 takes the form of a lattice.

In FIG. 7, the arch 12 has perforated portions.

The invention can be applied to ships of different dimensions, and in particular to large ships.

It may be for example transport boats, the length of which is about 120 to 150m, for which the hoops can be implemented, over the length of the ship, but also down to the rear. up to the freeboard deck by framing the rear door, generally large, which closes this type of vessel and allows the embarkation and disembarkation of vehicles (this door having no structural function).

The reinforcing bars are preferably made of aluminum.

This material has the advantage of significantly reducing the weight of the hulls and therefore mechanically fuel consumption and CO2 emissions.

[0084] The aluminum is also stainless, which helps to reduce operating costs.

It should be noted that if the invention is particularly advantageous with an aluminum construction, due to its relatively low bending stiffness compared to steel, the reinforcing bars can be made in any type of material used for shipbuilding, particularly aluminum, steel and composite materials.

According to a particular example, the transverse hangar has a length of 11m, a height of 5.60m and a width (transverse to the ship axis) of approximately 10 to Ilm on this ship.

[0087] According to another example, for a larger ship, the transverse hangar is about 15m long, 13m wide and 5m high.

The concept of the invention can be implemented on a pleasure boat, of the motor yacht type, for example, a work boat, a passenger transport boat, a yacht, etc.

9 [Claim I] [Claim 2] [Claim 3] [Claim 4] [Claim 5] [Claim 6] [Claim 7] [Claim 8]

Claims (1)

Claims [Claim 1] Ship (1) comprising a hull (10) and at least one deck (PI, P2, P3), characterized in that said ship (1) further comprises two reinforcing poles (12) extending on each of the lateral edges of said ship (1) along at least part of said deck (PI, P2, P3). [Claim 2] Ship (1) according to claim 1, characterized in that it comprises a shed (11) extending over the entire width of the ship (1) and opening through an opening on a side wall or the two opposite side walls of the hull (10) of the ship (1), the two reinforcing arches (12) extending on either side of said hangar (11) along the longitudinal axis of the ship (1). [Claim 3] Vessel (1) according to claim 2, characterized in that a first portion (121) of the reinforcing arches (12) extends above said shed (11) and a second portion (122) of the arches (12) reinforcement extends from the first portion (121) towards the rear of the ship (1). [Claim 4] Ship (1) according to one of claims 1 to 3, characterized in that the ship comprises at least two decks (PI, P2, P3) including an upper deck (PI) and a lower deck (P2) extending in below said upper deck (PI), said reinforcing arches (12) each extend from the lower deck (P2). [Claim 5] Vessel (1) according to claim 4 when it depends on claim 3, characterized in that the first portion (121) of the reinforcement arches (12) extends at the level of said upper deck (PI) of the vessel (1) located above said hangar (11) and the second portion (122) of the reinforcement arches (12) extends at the level of said lower deck (P2) of the ship (1) located below said upper deck (PI). [Claim 6] Vessel (1) according to claim 5, characterized in that the area of the lower deck (P2) located between the second portions (122) of the reinforcing arches (12) has a bottom wall connected to said hangar (11) through a bay (14) closable by at least one movable closure element. [Claim 7] Vessel (1) according to one of claims 3 to 6, characterized in that said first portion (121) of each reinforcement arch (12) extends towards the front of the vessel (1), and is extended by a end portion (120) oriented towards the end portion (120) of the other reinforcing arch (12). [Claim 8] Vessel (1) according to one of claims 3 to 7, characterized in that the second portion (122) of the reinforcing arches (12) is extended by [Claim 9] [Claim 10] [Claim 11] [Claim 12] a third portion (123) extending at least partially around an opening closed by a door and formed on the rear wall of the hull (10) ship (1). Ship (1) according to one of claims 1 to 8, characterized in that said reinforcing arches (12) have a variable thickness along the longitudinal axis of the ship (1). Ship (1) according to one of claims 1 to 9, characterized in that said reinforcing poles (12) are welded to the hull (10). Ship (1) according to one of claims 1 to 10, characterized in that said reinforcing poles (12) are made of aluminum. Ship (1) according to one of claims 1 to 11, characterized in that said reinforcing arches (12) are hollow.