JP6918900B2 - Stress reduction structure at the end of the Hold Web Frame of a ship - Google Patents

Stress reduction structure at the end of the Hold Web Frame of a ship Download PDF

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JP6918900B2
JP6918900B2 JP2019205270A JP2019205270A JP6918900B2 JP 6918900 B2 JP6918900 B2 JP 6918900B2 JP 2019205270 A JP2019205270 A JP 2019205270A JP 2019205270 A JP2019205270 A JP 2019205270A JP 6918900 B2 JP6918900 B2 JP 6918900B2
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deck
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web frame
hold web
ship
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祥吾 宗近
祥吾 宗近
洋平 宇野
洋平 宇野
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Shin Kurushima Dockyard Co Ltd
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本発明は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造に関する。 The present invention relates to a stress reduction structure at the end of the Hold Web Frame of a ship.

船舶の Ｗｅｂ Ｆｒａｍｅとは、貨物積み込み艙内の大骨断面に配置する大型構造材(いわゆる「桁材」）をいい、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅとは、そのうち横方向に配置される大型構造フレーム(いわゆる「横肋骨」）をいう。
この種の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（以下、「艙内横肋骨」とも称する。）配置に関するものとしては、特開平９−１０９９８９号公報の開示が知られている。特開平９−１０９９８９号公報の開示は、発明名称「船舶の横肋骨の配置方法」に係り、「・・縦強度、横強度および局部強度に耐えうるとともに、船殻部材の部品数や船殻重量の最適化を可能とする船舶の横肋骨の配置方法を提供する」発明解決課題において（同公報明細書段落番号０００６参照）、「船倉内に横肋骨を配置した船舶であって、その船体に必要な縦強度、横強度および局部強度を有する船側外板の板厚から、予め求めておいた船側外板の板厚と横肋骨の間隔との関係曲線を利用して横肋骨の要求間隔を導き出し、その横肋骨の要求間隔に基づいて船倉内に横肋骨を配置する」構成とすることにより(同公報特許請求の範囲請求項１の記載参照）、「船側外板の板厚に応じた間隔となるように横肋骨を配置しているため、縦強度、横強度および局部強度に耐えうるとともに、船殻部材の部品数や船殻重量の最適化を可能とし、船殻部材の部品数の削減、船殻重量の減少を図ることができる。また、船殻部材の部品数や船殻重量が最適化されることにより、塗装面積を減少することができるので、塗料の削減や塗装のために施す板の縁のグラインダー掛け部分を減少することができる。また、横肋骨の減少により、溶接する箇所も減少することができる。さらに、これらの効果から、船体の組立の工期を短縮することができる、などの優れた効果を有する。」との効果を奏するものである(同公報明細書段落番号００１５、００１６参照）。 The Web Frame of a ship is a large structural material (so-called "girder material") placed on the cross section of a large bone in a cargo loading rib, and the Hold Web Frame is a large structural frame (so-called "Girder material") arranged in the lateral direction. Lateral ribs ").
The disclosure of Japanese Patent Application Laid-Open No. 9-1099989 is known as relating to the arrangement of the Hold Web Frame (hereinafter, also referred to as “inner lateral rib”) of this type of ship. The disclosure of JP-A-9-109899 is related to the invention title "Method of arranging horizontal ribs of a ship", and "... can withstand vertical strength, lateral strength and local strength, as well as the number of hull members and the hull. In the problem of solving the invention "providing a method for arranging the lateral ribs of a ship that enables optimization of weight" (see paragraph No. 0006 of the same publication), "a ship in which the lateral ribs are arranged in the hull, and the hull thereof. From the thickness of the hull side skin having the necessary vertical strength, lateral strength and local strength, the required interval of the horizontal ribs is used by using the relationship curve between the thickness of the ship side skin plate and the distance between the horizontal ribs obtained in advance. By arranging the lateral ribs in the hull based on the required interval of the lateral ribs (see the description of claim 1 of the scope of the patent claim of the same publication), "according to the thickness of the outer panel on the ship side". Since the lateral ribs are arranged at regular intervals, it can withstand vertical strength, lateral strength and local strength, and it is possible to optimize the number of hull member parts and hull weight, and hull member parts. It is possible to reduce the number and the weight of the hull. In addition, by optimizing the number of parts of the hull member and the weight of the hull, the painting area can be reduced, so that the amount of paint and the painting can be reduced. It is possible to reduce the number of grindered parts on the edge of the board to be applied for the purpose. In addition, the number of parts to be welded can be reduced due to the reduction of the lateral ribs. Furthermore, these effects shorten the construction period of the hull assembly. It has an excellent effect such as being able to do so. ”(See paragraphs 0015 and 0016 of the same publication).

一方、船舶の応力低減構造に関しては、例えば、特開２００５ー１７８４４７号公報に開示のものが知られている。図６、図７は、同公報に図１として添付される開示発明の実施形態にかかる船体構造を適用したタンカーの中央部横断面から前方を見た状態を部分的に示す斜視図及び同公報に図３として添付される開示発明の一実施形態の外板１と桁５との接合部の一部を拡大して上から見た平面図である。図６、図７において、符号１０１は、外板、１０３は、タンク壁、１０５は、桁、１０７は、隔壁、１０８は、ウエブ、１０９は、ロンジ、１１０は、フェイス、１１１は、ウェブスチフナ、１１３は、短辺、１１５は、長辺、１１７は、自由端、１１９は、えぐり部、１２１は、円弧部、１２３は、直線部、１２５は、ヒール、Ａ、Ｂは、えぐり部１９のフェイス１０側の円弧部１２１の円弧、Ｃは、Ｂから自由端１１７に合流する直線部１２３の直線部である（なお、符号は、先行技術であることを明らかにするために、本願出願人において、３桁に変更して説明した。）。 On the other hand, as for the stress reduction structure of a ship, for example, the one disclosed in Japanese Patent Application Laid-Open No. 2005-178447 is known. 6 and 7 are a perspective view and the publication which partially show a state of looking forward from a cross section of a central portion of a tanker to which the hull structure according to the embodiment of the disclosed invention attached to the publication is attached as FIG. FIG. 3 is an enlarged plan view of a part of the joint portion between the outer plate 1 and the girder 5 according to the embodiment of the disclosed invention attached as FIG. In FIGS. 6 and 7, reference numeral 101 is an outer plate, 103 is a tank wall, 105 is a girder, 107 is a partition wall, 108 is a web, 109 is a long line, 110 is a face, and 111 is a web stiffener. , 113 is the short side, 115 is the long side, 117 is the free end, 119 is the gouged part, 121 is the arc part, 123 is the straight part part, 125 is the heel, and A and B are the gouged part 19. The arc and C of the arc portion 121 on the face 10 side of the above are straight portions of the straight portion 123 that joins the free end 117 from B (note that the reference numerals are applications of the present application in order to clarify that they are prior art. In humans, I changed it to 3 digits and explained it.)

図６及び図７で示される特開２００５ー１７８４４７号公報の開示は、発明名称「船体構造」に係り、「資材、加工工数の増加がなく応力緩和を行えるウェブスチフナを備えた船体構造を提供することを目的とする」発明解決課題において（同公報明細書段落番号０００５参照）、「皮材に、船の長さ方向に延在するように多数取り付けられたロンジと、船の横断方向に設けられた桁、隔壁等の大骨と、前記ロンジのフェイスに短辺が接合され、前記大骨に長辺が接合されて、これらロンジおよび大骨を接合する長方形状のウェブスチフナと、を備えた船体構造において、前記ウェブスチフナの前記大骨に接合された長辺と反対側の長辺で、前記フェイスに近い位置に、滑らかな線で内側に向かって形成されたえぐり部が設けられている」構成とすることにより(同公報特許請求の範囲請求項１の記載等参照）、「・・疲労強度が向上する。また、このウェブスチフナを特別な疲労強度対策を施していない箇所に採用すると、同部の疲労強度が向上するので、船体構造全体の疲労寿命に対する信頼性が向上する。・・えぐり部のフェイス側は円弧状をしているので、応力を緩和し易く、また、円弧部分には応力が集中することがない。」等の効果を奏せしめるものである(同公報明細書段落番号００１０、００１１参照）。 The disclosure of Japanese Patent Application Laid-Open No. 2005-178447 shown in FIGS. 6 and 7 relates to the invention name "hull structure" and provides a hull structure provided with a web stiffener capable of stress relief without increasing materials and processing manpower. In the problem of solving the invention (see paragraph 0005 of the specification of the same publication), "a large number of longs attached to the skin material so as to extend in the length direction of the ship and in the transverse direction of the ship". A large bone such as a girder or a partition wall provided, and a rectangular web stiffener having a short side joined to the face of the long bone and a long side joined to the large bone to join the long side and the large bone. In the provided hull structure, a gouged portion formed inward with a smooth line is provided at a position close to the face on the long side opposite to the long side joined to the large bone of the web stiffener. By adopting the configuration (see the description of claims 1 of the same gazette), "... the fatigue strength is improved. In addition, this web stiffener is placed in a place where no special fatigue strength measures are taken. If adopted, the fatigue strength of the same part will be improved, and the reliability of the fatigue life of the entire hull structure will be improved. Stress is not concentrated on the arc portion. ”(See paragraphs 0010 and 0011 of the same publication).

しかしながら、特開平９−１０９９８９号公報の開示は、船側外板の板厚と横肋骨間隔に関するものであり、横肋骨に係る応力緩和や低減を目的とするものではないし、特開２００５ー１７８４４７号公報の開示は、船舶の桁材やＦＬＯＯＲ(床材）、ＧＩＲＤＥＲ（桁）等のいわゆる大骨に接合される小骨（２次防撓材）に「えぐり部１１９」を設けて小骨の疲労寿命向上をはかるというものであり、対象部材が異なり、このような小骨に係る特開２００５ー１７８４４７号公報の開示をそのままＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）等の大骨に適用しても、応力緩和等について、同様の効果を奏することはできない。 However, the disclosure of JP-A-9-109899 relates to the thickness of the outer skin on the ship side and the distance between the lateral ribs, and is not intended to relieve or reduce the stress related to the lateral ribs, and JP-A-2005-178447. The disclosure of the girder is that the fatigue life of the small bones is provided by providing a "drilled portion 119" in the small bones (secondary flexible material) joined to the so-called large bones such as the girder material of the ship, FLOOR (floor material), and GIRDER (girder). It is intended to improve, and the target members are different, and even if the disclosure of JP-A-2005-178447 relating to such a small bone is directly applied to a large bone such as the Hold Web Frame (horizontal rib), the stress is stressed. The same effect cannot be achieved with regard to mitigation and the like.

図８（ａ）（ｂ）は、本願出願人会社建造の自動車運搬船のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨配置）の船側構造を示す概略図であり、図８（ａ）は、船の中央から船腹方向へとから見た側面図であり(右側が船長方向）、図８（ｂ）は、船長方向から見た断面図である。図８（ａ）（ｂ）において、符号１３０は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）、１３１ａは、下層に位置する甲板（Ｄｅｃｋ）であり、１３１ｂ、１３１ｃは、それを支える部材でそれぞれ甲板縦通梁（Ｄｅｃｋ Ｌｏｎｇｉｔｕｄｉｎａｌ Ｓｔｉｆｆｎｅｒ）、甲板横桁梁（Ｄｅｃｋ Ｔｒａｎｓ）であり、１３２ａは、上層に位置する甲板（Ｄｅｃｋ）であり、１３２ｂ、１３２ｃは、それを支える部材でそれぞれ甲板縦通梁（Ｄｅｃｋ Ｌｏｎｇｉｔｕｄｉｎａｌ Ｓｔｉｆｆｎｅｒ）、甲板横桁梁（Ｄｅｃｋ Ｔｒａｎｓ）であり、１３２ｃは、Ｄｅｃｋ Ｔｒａｎｓ、１３３は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）１３０と甲板横桁梁（Ｄｅｃｋ Ｔｒａｎｓ）１３１ｃの接合端であり、完全溶け込み溶接で接合される構造のものであり、高い応力が掛かる高応力個所を示している。 8 (a) and 8 (b) are schematic views showing the ship-side structure of the Hold Web Frame (arrangement of lateral ribs in the sword) of the car carrier constructed by the applicant company of the present application, and FIG. 8 (a) is from the center of the ship. It is a side view seen from the ship's belly direction (the right side is the captain's direction), and FIG. 8 (b) is a cross-sectional view seen from the captain's direction. In FIGS. 8A and 8B, reference numeral 130 is a Hold Web Frame (horizontal rib in the beam), 131a is a deck located in the lower layer, and 131b and 131c are members supporting the deck, respectively. The vertical beam (Deck Longitudinal Stiffner) and the deck cross beam (Deck Trans), 132a is the deck located in the upper layer (Deck), and 132b and 132c are the members supporting the deck vertical beam (Deck Trans), respectively. Deck Longinal Staffner, Deck Trans, 132c is the Deck Trans, 133 is the junction of the Hold Web Frame 130 and the Deck Trans, 131c. , The structure is joined by complete penetration welding, and shows high stress points where high stress is applied.

図８（ａ）（ｂ）に示すように、従来の自動車運搬船のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）の船側構造においては、ラッキング変形時にＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部の高応力箇所１３３に応力が集中するため、これに対応するために高応力箇所１３３周辺に対して、局部的に周辺部材（例えば、Ｈｏｌｄ Ｗｅｂ Ｆｒｍｅ Ｄｅｃｋ等）の大幅な増厚を行うことによって、疲労寿命を満足させていた。また、特にＰＣＣ(自動車運搬船）にあっては、比較的、全体の板厚が薄い傾向にあることから、急激な板厚差を避ける為に、増厚部には厚板から薄板へと遷移させるための板を複数枚挿し込む必要があり、重量が増えることが問題であった。さらには、板厚が厚くなることで溶接作業も困難になり、さらに溶接部に欠陥が生じるリスクも増えることなどの問題もあった。
なお、「増厚」とは，補強のため部材の板厚を大きくすることをいい、「遷移」とは、ここでは、急な板厚差を避ける為に使用する板の意味であり、板の接合箇所周辺において急激な板厚差があると、板接合箇所周辺で応力集中が生じることとなるため、母材と局部増厚の板の間に母材と局部増厚との板厚差を抑える用途の板を入れることで応力集中を避けようとするものである。 As shown in FIGS. 8 (a) and 8 (b), in the ship-side structure of the Hold Web Frame (horizontal ribs) of a conventional car carrier, the high stress at the end of the Hold Web Frame (horizontal ribs) during racking deformation. Since stress is concentrated at the location 133, the fatigue life is increased by locally significantly thickening the peripheral members (for example, Hold Web Frame Deck, etc.) around the high stress location 133 in order to deal with this. Was satisfied. In addition, especially in PCCs (car carriers), the overall plate thickness tends to be relatively thin, so in order to avoid a sudden difference in plate thickness, the thickened part shifts from a thick plate to a thin plate. It was necessary to insert a plurality of plates for making the plate, and the problem was that the weight increased. Further, there is a problem that the welding work becomes difficult due to the thick plate thickness, and the risk of defects in the welded portion increases.
In addition, "thickening" means increasing the plate thickness of the member for reinforcement, and "transition" here means a plate used to avoid a sudden difference in plate thickness. If there is a sudden difference in plate thickness around the joint, stress concentration will occur around the joint, so the difference in thickness between the base material and the locally thickened plate will be suppressed. It is intended to avoid stress concentration by inserting a plate for use.

特開平９−１０９９８９号公報Japanese Unexamined Patent Publication No. 9-1099989 特開２００５ー１７８４４７号公報Japanese Unexamined Patent Publication No. 2005-178447

そこで、本願発明は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部の応力を緩和させ、周辺部材の板厚増加を抑えることができ、また、周辺部の板厚を下げることで、溶接も容易となり、溶接部の欠陥が生じるリスクも減らすことができる船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造を提供せんとするものである。 Therefore, according to the present invention, the stress at the end of the Hold Web Frame (horizontal rib) of a ship can be relaxed, the increase in the plate thickness of the peripheral member can be suppressed, and the plate thickness of the peripheral portion can be reduced for welding. It is intended to provide a stress reduction structure at the end of the Hold Web Frame of a ship, which facilitates the process and reduces the risk of defects in the weld.

上記課題を解決するために、本願請求項１に係る発明は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造において、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）とＤｅｃｋ（甲板）との接合端部の船体横方向における中心位置にのみ配置する開口及びその背後にＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）端部全幅に渡り船体縦方向に貫通する貫通孔とを有することを特徴とする。
また、本願請求項２に係る発明は、前記請求項１に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造において、前記開口は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）の中心とＤｅｃｋ（甲板）との交差部を中心とする第一の曲率（ｒ０）の円に内接する頂上円弧を有し、かつ、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）とＤｅｃｋ（甲板）５との接合端部の中央に所定の接合幅及びその接合幅からソフトヒール幅位置の垂線に内接する円を繋いだ開口下部円弧を有する楕円状の開口であることを特徴とする。
さらに、本願請求項３に係る発明は、前記請求項１に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造において、前記貫通孔は、断面右上部が第二の曲率（ｒ１）で線ｃ及び線ｄに内接する円弧、断面中部が第三の曲率（ｒ２）で線ａ及び線ｃに内接する円弧、断面下部が第四の曲率（ｒ３）で線ａ及び線ｂに内接する円弧を有する貫通孔断面であることを特徴とする。 （線ａは、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅに発生する主応力が約６０Ｎ／ｍｍ2以下の位置の垂線、線ｂは、ソフトヒールの立ち上がり厚の水平線、線ｃは、Ｄｅｃｋ(甲板）の表面から貫通孔内部の溶接作業が可能な位置の水平線、線ｄは、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）先端の板厚の垂線。）
そして、本願請求項４に係る発明は、前記請求項３に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造において、前記線ａが、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）の表面から１６５ｍｍ位置の垂線、前記線ｃが、Ｄｅｃｋ(甲板）の表面から２６５ｍｍ離れた水平線であることを特徴とする。 In order to solve the above problems, the invention according to claim 1 of the present application is to join the Hold Web Frame Face (horizontal rib surface material in the hull) and the Deck (deck) in the stress reduction structure at the end of the Hold Web Frame of the ship. It is characterized by having an opening that is arranged only at the center position in the lateral direction of the hull at the end and a through hole that penetrates the entire width of the Hold Web Frame Face (horizontal rib surface material in the hull) in the vertical direction of the hull behind it. do.
Further, the invention according to the second aspect of the present application is the stress reduction structure at the end of the Hold Web Frame of the ship according to the first aspect, wherein the opening is the center of the Hold Web Frame Face (curvature lateral rib surface material). It has a top arc inscribed in a circle of the first curvature (r0) centered on the intersection with the Deck (deck), and has a Hold Web Frame Face (horizontal rib surface material) and a Deck (deck) 5 It is characterized in that it is an elliptical opening having a predetermined joint width and a circle inscribed in the vertical line at the soft heel width position from the joint width at the center of the joint end portion with the lower part of the opening.
Further, the invention according to claim 3 of the present application is the stress reduction structure at the end of the Hold Web Frame of the ship according to claim 1, wherein the through hole has a line c at the upper right portion of the cross section with a second curvature (r1). And an arc inscribed in line d, an arc inscribed in line a and line c with a third curvature (r2) in the middle of the cross section, and an arc inscribed in line a and b with a fourth curvature (r3) at the bottom of the cross section. It is characterized by having a through-hole cross section. (Line a is a perpendicular line at a position where the principal stress generated in the Hold Web Frame is about 60 N / mm 2 or less, line b is a horizontal line of the rising thickness of the soft heel, and line c is a through hole from the surface of the deck (deck). The horizontal line and line d at the position where welding work is possible inside are the vertical lines of the plate thickness at the tip of the Hold Web Frame Face (horizontal rib surface material).
In the invention according to claim 4, in the stress reduction structure at the end of the Hold Web Frame of the ship according to claim 3, the line a is the surface of the Hold Web Frame Face (horizontal rib surface material). A vertical line at a position of 165 mm from the above, the line c is a horizontal line 265 mm away from the surface of the deck (deck).

上記の様な構造とすることで、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）が船幅方向に倒れる変形をする際に、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅからデッキ及びデッキトランスに流れる力を従来の構造よりも緩やかに伝達することができ、これによりＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部に発生する応力集中を低減させ、周辺部材の板厚増加を抑えることができる。また、周辺部の板厚を下げることで、溶接も容易となり、溶接部の欠陥が生じるリスクも減らすことができるという効果を有する。上記構造は、大きな構造に限らず、Ｈｏｌｄ Ｆｒａｍｅ(艙内構造物）のように小さな構造部にも適用できるという効果を有するものである。 With the above structure, the force flowing from the Hold Web Frame to the deck and deck transformer when the ship's Hold Web Frame (horizontal ribs) collapses in the width direction of the ship is more than the conventional structure. It can be transmitted gently, which can reduce the stress concentration generated at the end of the Hold Web Frame and suppress the increase in the plate thickness of the peripheral member. Further, by reducing the plate thickness of the peripheral portion, welding is facilitated, and there is an effect that the risk of defects in the welded portion can be reduced. The above structure has an effect that it can be applied not only to a large structure but also to a small structural part such as a Hold Frame (internal structure).

図１は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）及びＤｅｃｋ Ｔｒａｎｓ（甲板横桁梁）との接合適用箇所の概略を示す図である。FIG. 1 is a diagram showing an outline of a joint application point between a ship's Hold Web Frame (horizontal rib) and Deck Trans (deck cross beam). 図２（ａ）（ｂ）は、本発明の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造の実施例１を示す図であり、そのうち、図２（ａ）は、実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１を船の中央から船腹方向へと見た側面図であり(右側が船長方向）、図２（ｂ）は、船長方向から見た断面図であり、いずれも図８（ａ）（ｂ）に対応する図である。2 (a) and 2 (b) are diagrams showing the first embodiment of the stress reduction structure at the end of the Hold Web Frame (transverse rib) of the ship of the present invention, of which FIG. 2 (a) is the implementation. FIG. 2 (b) is a side view of the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to Example 1 as viewed from the center of the ship toward the side of the ship (the right side is the captain's direction). , It is a cross-sectional view seen from the direction of the captain, and all of them are views corresponding to FIGS. 8A and 8B. 図３は、面材８を船の中央から船幅方向に見た図である。FIG. 3 is a view of the face member 8 viewed from the center of the ship in the width direction of the ship. 図４は、面材８の中心とＤｅｃｋの交差部に設けられるネガティブＲ９の開口９ａの概略を示す図である。FIG. 4 is a diagram showing an outline of the opening 9a of the negative R9 provided at the intersection of the center of the face material 8 and the deck. 図５は、ネガティブＲ９ｂの概略を示す部分断面図である。FIG. 5 is a partial cross-sectional view showing an outline of the negative R9b. 図６は、特開２００５ー１７８４４７号公報に図１として添付される開示発明の実施形態にかかる船体構造を適用したタンカーの中央部横断面から前方を見た状態を部分的に示す斜視図である。FIG. 6 is a perspective view partially showing a front view from a cross section of a central portion of a tanker to which the hull structure according to the embodiment of the disclosed invention attached to Japanese Patent Application Laid-Open No. 2005-178447 as FIG. 1 is applied. be. 図７は、特開２００５ー１７８４４７号公報に図３として添付される開示発明の一実施形態の外板１と桁５との接合部の一部を拡大して上から見た平面図である。FIG. 7 is an enlarged plan view of a part of the joint portion between the outer plate 1 and the girder 5 according to the embodiment of the disclosed invention attached to Japanese Patent Application Laid-Open No. 2005-178447 as FIG. .. 図８（ａ）（ｂ）は、本願出願人会社のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨配置）の船側構造を示す概略図であり、図８（ａ）は、船の中央から船腹方向へとから見た側面図であり(右側が船長方向）、図８（ｂ）は、船長方向から見た断面図である。8 (a) and 8 (b) are schematic views showing the ship-side structure of the Hold Web Frame (arrangement of lateral ribs in the sword) of the applicant company of the present application, and FIG. 8 (a) is from the center of the ship to the side of the ship. It is a side view seen from the side (the right side is the captain direction), and FIG. 8 (b) is a cross-sectional view seen from the captain direction.

本発明に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造を実施するための形態として一実施例を図面に基づき詳細に説明する。 An embodiment will be described in detail with reference to the drawings as a mode for implementing the stress reduction structure at the end of the Hold Web Frame (horizontal rib) of the ship according to the present invention.

本発明を実施する実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造の適用箇所を明らかにする。
図１は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）及びＤｅｃｋ Ｔｒａｎｓ（甲板横桁梁）との接合箇所の概略を示す図であり、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造の適用箇所の概略を示すためものである The application location of the stress reduction structure at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment of the present invention will be clarified.
FIG. 1 is a diagram showing an outline of a joint portion between a ship's Hold Web Frame (horizontal rib) and a deck stress (deck cross beam), and is a diagram showing an outline of a joint portion of the ship's Hold Web Frame (inside the rib) according to the first embodiment. This is to outline the application points of the stress reduction structure at the end of the lateral rib).

図１において、符号１は、本発明の実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造であり、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）及びＤｅｃｋ Ｔｒａｎｓ（甲板横桁梁）との接合箇所に適用されるものである。また、符号２は、図８では符号１３０として説明したＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）であり、符号３は、図８では、梁材（Ｄｅｃｋ Ｔｒａｎｓ）１３１ｃ、１３２ｃとして説明したＤｅｃｋ Ｔｒａｎｓ（甲板横桁梁）,４は、Ｓｉｄｅ Ｓｈｅｌｌ（船側外板）、５は、図８では、符号１３０として説明したＤｅｃｋ(甲板）である。 In FIG. 1, reference numeral 1 is a stress reduction structure at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment of the present invention. It is applied to the joint with the cross beam). Further, reference numeral 2 is a Hold Web Frame (horizontal rib in the purlin) described as reference numeral 130 in FIG. 8, and reference numeral 3 is a deck transfer (deck) described as beam members (Deck Transs) 131c and 132c in FIG. Cross beam), 4 is Side Shell (ship side outer plate), 5 is Deck (deck) described as reference numeral 130 in FIG.

また、図２（ａ）（ｂ）は、本発明の実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造の概略を示す図であり、そのうち、図２（ａ）は、実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１を船の中央から船腹方向へと見た側面図であり(右側が船長方向）、図２（ｂ）は、船長方向から見た断面図であり、いずれも図８（ａ）（ｂ）に対応する図である。 2 (a) and 2 (b) are diagrams showing an outline of the stress reduction structure at the end of the Hold Web Frame (transverse rib) of the ship according to the first embodiment of the present invention, of which FIG. 2 (b) a) is a side view of the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment as viewed from the center of the ship toward the side of the ship (the right side is the captain's direction). 2 (b) is a cross-sectional view seen from the direction of the captain, and all of them are views corresponding to FIGS. 8 (a) and 8 (b).

図２（ａ）（ｂ）において、符号１は、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造であり、符号２は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）、３は、Ｄｅｃｋ Ｌｏｎｇｉｔｕｄｉｎａｌ ｓｔｉｆｆｎｅｒ（縦通防とう材）、５は、Ｄｅｃｋ（甲板）、８は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）２の船艙側に配置される所定板厚のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材：ガセットＦａｃｅ）（以下、単に「面材８」ともいう）、９は、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１に係るネガティブＲ、９ａは、その開口、９ｂは、面材８とＤｅｃｋ（甲板）５との接合箇所のネガティブＲの開口９ａの背後の貫通孔である。 In FIGS. 2A and 2B, reference numeral 1 is a stress reduction structure at the end of the Hold Web Frame of the ship according to the first embodiment, and reference numeral 2 is a Hold Web Frame (inside the neck). Lateral ribs), 3 is the Deck Longitudinal stiffener (longitudinal protective material), 5 is the Deck (deck), 8 is the Hold Web Frame (horizontal ribs) Hold Web Frame Face (hereinafter, also simply referred to as “face material 8”), 9 is the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment. Negative R, 9a relating to the stress reduction structure 1 in the above is an opening thereof, and 9b is a through hole behind the opening 9a of the negative R at the joint between the face material 8 and the deck (deck) 5.

本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１においては、例えば、上のデッキと下デッキとの深さ（甲板間の距離）が約３ｍ毎に配置されているＰＣＣ（自動車運搬船）への適用を前提とすると、桁幅１６８０ｍｍ、板厚１０ｍｍのＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ２に対し、そのデッキ５側に板厚１６ｍｍ、幅３５０ｍｍ、ガセット幅１４００ｍｍ程度の前記面材（ガセットＦａｃｅ）８が配置される船体への適用を前提とするものである。
具体的には、図１、図２（ａ）（ｂ）に示すように、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１においては、面材８の中央でＤｅｃｋ（甲板）５との接合面に前記ネガティブＲ９の開口９ａ及びその背後に貫通孔９ｂからなる構造である。 In the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment, for example, the depth (distance between the decks) between the upper deck and the lower deck is about every 3 m. Assuming application to an arranged PCC (car carrier), the surface of Hold Web Frame 2 having a girder width of 1680 mm and a plate thickness of 10 mm has a plate thickness of 16 mm, a width of 350 mm, and a gusset width of about 1400 mm on the deck 5 side. It is premised on application to the hull on which the material (gusset face) 8 is arranged.
Specifically, as shown in FIGS. 1 and 2 (a) and 2 (b), in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment, the face material is used. The structure is composed of the opening 9a of the negative R9 on the joint surface with the deck (deck) 5 at the center of 8 and the through hole 9b behind the opening 9a.

本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１におけるネガティブＲ９の開口９ａ及びその背後の貫通孔９ｂの概略について図面に基づいて説明する。
図３は、面材８を船の中央から船幅方向に見た図であり、面材８の中心とＤｅｃｋ５の交差部に設けられるネガティブＲ９の開口９ａの概略を示す図である。また、図４は、開口９ａの背後の貫通孔９ｂの断面図であり、図３、図４において、符号５は、前記Ｄｅｃｋ（甲板）、８は、前記面材、９は、前記ネガティブＲの開口９ａであり、図３に示すように、ネガティブＲ９の開口９ａは、面材８の中心とＤｅｃｋ５の交差部に開口して設けられる。 The outline of the opening 9a of the negative R9 and the through hole 9b behind the opening 9a in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment will be described with reference to the drawings.
FIG. 3 is a view of the face material 8 viewed from the center of the ship in the width direction of the ship, and is a diagram showing an outline of the opening 9a of the negative R9 provided at the intersection of the center of the face material 8 and the deck 5. Further, FIG. 4 is a cross-sectional view of the through hole 9b behind the opening 9a. In FIGS. 3 and 4, reference numeral 5 is the deck (deck), 8 is the face material, and 9 is the negative R. As shown in FIG. 3, the opening 9a of the negative R9 is provided at the intersection of the center of the face material 8 and the deck 5.

そして、図４に示すように、ネガティブＲ９の開口９ａは、面材８の中心とＤｅｃｋ（甲板）５との交差部を中心とする第一の曲率（ｒ０）の円に内接する頂上円弧を有し、かつ、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）８とＤｅｃｋ（甲板）５との溶接を考慮してＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）８の中央に１３０ｍｍの接合幅をとり、そこから５０ｍｍのソフトヒール幅をとった位置の垂線ｅに内接する円を繋いだ開口下部円弧を有する楕円状に形成したものである。なお、本実施例１に係る船舶のＨｏｌｄ Ｗｅｒ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１においては、第一の曲率ｒ０＝１５０Ｒ（半径１５０ｍｍ）とした。 Then, as shown in FIG. 4, the opening 9a of the negative R9 forms a top arc inscribed in a circle having a first curvature (r0) centered on the intersection of the center of the face material 8 and the deck (deck) 5. A 130 mm joint in the center of the Hold Web Frame Face 8 in consideration of welding of the Hold Web Frame Face 8 and the Deck 5 It is formed in an elliptical shape having an arc at the bottom of the opening connecting a circle inscribed in a perpendicular line e at a position where a width is taken and a soft heel width of 50 mm is taken from the width. In addition, in the stress reduction structure 1 at the end of the Hold Ver Frame (horizontal rib) of the ship according to the first embodiment, the first curvature r0 = 150R (radius 150 mm) was set.

次に、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１におけるネガティブＲ９の貫通孔９ｂ断面概略について説明する。
図５は、ネガティブＲ９の貫通孔９ｂ概略を示す部分断面図であり、図５において、符号８、９は、上述する面材及びネガティブＲであり、線ａは、面材８の表面から１６５ｍｍ位置の垂線、線ｂは、ソフトヒールの立ち上がり厚１５ｍｍの水平線、線ｃは、Ｄｅｃｋ(甲板）５の表面から２６５ｍｍ離れた水平線、線ｄは、面材８の表面からソフトヒール先端高さ１５ｍｍ位置の垂線であり、ｒ１は、線ｃ及び線ｄに内接する円の第二の曲率、ｒ２は、線ａ及び線ｃに内接する円の第三の曲率、ｒ３は、線ａ及び線ｂに内接する円の第四の曲率を示す。 Next, a cross-sectional outline of the through hole 9b of the negative R9 in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment will be described.
FIG. 5 is a partial cross-sectional view showing an outline of the through hole 9b of the negative R9. In FIG. 5, reference numerals 8 and 9 are the above-mentioned face material and the negative R, and line a is 165 mm from the surface of the face material 8. The vertical line and line b of the position are horizontal lines with a rising thickness of 15 mm for the soft heel, line c is a horizontal line 265 mm away from the surface of the deck (deck) 5, and line d is the height of the tip of the soft heel 15 mm from the surface of the face material 8. The perpendicular of the position, r1 is the second curvature of the circle inscribed in the line c and d, r2 is the third curvature of the circle inscribed in the line a and c, r3 is the line a and b. Shows the fourth curvature of the circle inscribed in.

本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１におけるネガティブＲ９の貫通孔９ｂ断面概略は、面材８とＤｅｃｋ（甲板）５との接合箇所が、図５に示すように、片ハート型形状(変形楕円形状）の貫通孔９ｂ断面を有し、かつ、面材８とＤｅｃｋ（甲板）５との接合箇所のＤｅｃｋ(甲板）５側が、図３，図４に示す開口を有する断面概略を有する。すなわち、当該貫通孔９ｂ断面は、図５に示すように、断面右上部が第二の曲率ｒ１で線ｃ及び線ｄに内接する円弧を有し、断面中部が第三の曲率ｒ２で線ａ及び線ｃに内接する円弧、断面下部が第四の曲率ｒ３で線ａ及び線ｂに内接する円弧を有する貫通孔９ｂ断面であり、さらに、当該貫通孔９ｂは、面材８とＤｅｃｋ（甲板）５との交差部において、図４に示すように、面材８の中心とした半径ｒ０の円に内接する頂上円弧を有する（したがって、頂上円弧の高さは第一の曲率と同じ高さのｒ０となる。）。 In the outline of the cross section of the through hole 9b of the negative R9 in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment, the joint portion between the face material 8 and the deck (deck) 5 is defined. As shown in FIG. 5, the Deck (deck) 5 side of the joint portion between the face material 8 and the Deck (deck) 5 has a cross section of a through hole 9b having a single heart shape (deformed elliptical shape), and is shown in FIG. , Has a cross-sectional outline with the openings shown in FIG. That is, as shown in FIG. 5, the cross section of the through hole 9b has an arc inscribed in the line c and the line d at the upper right portion of the cross section with the second curvature r1, and the line a at the middle portion of the cross section with the third curvature r2. A through hole 9b having an arc inscribed in the line c and an arc inscribed in the line a and b at the lower part of the cross section having a fourth curvature r3. At the intersection with 5), as shown in FIG. 4, it has a top arc inscribed in a circle having a radius r0 centered on the face material 8 (thus, the height of the top arc is the same as the first curvature). It becomes r0 of.).

すなわち、実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１におけるネガティブＲ９は、面材８とＤｅｃｋ（甲板）５との接合箇所において、面材８とＤｅｃｋ（甲板）５の接合箇所のガセット幅１４００ｍｍの面材８の中心でＤｅｃｋ(甲板）５との交差部を中心とする半径ｒ０の円に内接する頂上円弧を有する図４に示す楕円状開口９ａを有する一方、当該開口は奥行きにおいて、図５に示す断面上部が半径ｒ１で線ｃ及び線ｄに内接する円弧を有し、断面中部が半径ｒ２で線ａ及び線ｃに内接する円弧、断面下部が半径ｒ３で線ａ及び線ｂに内接する円弧を有するくり抜き貫通孔９ｂ断面からなるものである。 That is, the negative R9 in the stress reduction structure 1 at the end of the Hold Web Frame (cross-section) of the ship according to the first embodiment is the face material 8 and the deck at the joint between the face material 8 and the deck (deck) 5. An elliptical opening 9a shown in FIG. On the other hand, the opening has an arc in which the upper part of the cross section shown in FIG. The lower portion has a radius r3 and has a cross section of a hollow through hole 9b having an arc inscribed in the line a and the line b.

ここで、前述する面材８の表面から１６５ｍｍ位置の垂線ａ、Ｄｅｃｋ(甲板）５の表面から２６５ｍｍ離れた水平線ｃ等、線ａ、線ｂ、線ｃ、線ｄ及びｒ０、ｒ１、ｒ２、ｒ３は、次のような考えに基づいて決定される。
Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ２とＤｅｃｋ交差部を基部として、船幅方向に変形する場合は、ｒ３が高応力となる。そのため、ｒ３の曲率をｒ１、ｒ２よりも大きくする方が応力緩和に有効であり、また、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ８の開口９ａの縁は応力が高くなり、さらに、貫通孔９ｂ上部のソフトヒール先端からＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ８に応力が伝わるため、開口９ａの頂上円弧と貫通孔９ｂ上部のソフトヒール先端はできるだけ離れた構造とする方が良く、また、ｒ１、ｒ２の縁はＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ２の端部から離れているため、低応力であることなどを考慮すると、ｒ１、ｒ２は、ｒ０、ｒ３よりも小さい曲率とすることが望ましい。
そこで、開口９ａ、貫通孔９ｂを設けないときの応力分布を解析結果を考慮して、線ａ、線ｂ、線ｃ、線ｄ並びにこれらの線ａ、線ｂ、線ｃ、線ｄに接する円の半径ｒ０、ｒ１、ｒ２、ｒ３を決定したものである。 Here, a perpendicular line a at a position 165 mm from the surface of the above-mentioned face material 8, a horizontal line c such as a horizontal line c 265 mm away from the surface of the deck (deck) 5, line a, line b, line c, line d and r0, r1, r2, r3 is determined based on the following idea.
When deforming in the width direction of the ship with the intersection of Hold Web Frame 2 and Deck as the base, r3 becomes a high stress. Therefore, it is more effective for stress relaxation to make the curvature of r3 larger than that of r1 and r2, and the edge of the opening 9a of the Hold Web Frame Face 8 has a high stress, and further, from the tip of the soft heel above the through hole 9b. Since stress is transmitted to Hold Web Frame Face 8, it is better to make the structure so that the top arc of the opening 9a and the tip of the soft heel above the through hole 9b are as far apart as possible, and the edges of r1 and r2 are from the end of Hold Web Frame 2. Since they are separated from each other, it is desirable that r1 and r2 have a curvature smaller than that of r0 and r3 in consideration of low stress and the like.
Therefore, the stress distribution when the opening 9a and the through hole 9b are not provided is in contact with the line a, the line b, the line c, the line d, and these lines a, b, c, and d in consideration of the analysis result. The radii r0, r1, r2, and r3 of the circle are determined.

具体的には、線ｂ、線ｄの配置位置は、上述するように、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ ＦＡＣＥ８の端部厚さやＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ ＦＡＣＥ８端部の先端のソフトヒール高さ（本願出願人会社のソフトヒール先端の立ち上がりの基準は、ソフトヒール先端の溶接が十分な１５ｍｍ）に基づいて決定し、線ａに関しては、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ２及びＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ ＦＡＣＥ８に開孔９ａ、貫通孔９ｂを設けない有限要素モデル（メッシュサイズ：５０ｍｍ×５０ｍｍ、局部増厚は再現）の条件下において、疲労評価用の荷重を与えた応力分布において、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ２に発生する主応力が約６０Ｎ／ｍｍ2以下を示す位置に線ａを配置し、これに接する円の半径ｒ３の値を決めたものである。
さらに、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ ＦＡＣＥ８に設ける開孔９ａについても、円内部の主応力が約６０Ｎ／ｍｍ2以下となるように、その半径ｒ０を決定したものである。なお、線ｃ、線ｅに関しては、ソフトヒール先端の溶接可能性、すなわち、現場において溶接機器がこの隙間に入り込み溶接可能な位置等工作、溶接作業性を考慮して、開口９ａ、貫通孔９ｂを再現したモデルの解析にて強度上、問題が無い位置となるように線ｃ、線ｅの位置を決定したものである。 Specifically, as described above, the positions of the lines b and d are the thickness of the end of the Hold Web Frame FACE 8 and the height of the soft heel at the tip of the end of the Hold Web Frame FACE 8 (the soft heel of the applicant company of the present application). The reference for the rise of the tip is determined based on (15 mm, which is sufficient for welding the tip of the soft heel), and for the line a, a finite element model in which the Hold Web Frame 2 and the Hold Web Frame FACE 8 are not provided with an opening 9a and a through hole 9b. Under the condition (mesh size: 50 mm x 50 mm, local thickening is reproduced), in the stress distribution under the load for fatigue evaluation, the principal stress generated in Hold Web Frame 2 is at a position showing about 60 N / mm 2 or less. The line a is arranged, and the value of the radius r3 of the circle in contact with the line a is determined.
Further, the radius r0 of the opening 9a provided in the Hold Web Frame FACE 8 is determined so that the principal stress inside the circle is about 60 N / mm 2 or less. Regarding the lines c and e, the opening 9a and the through hole 9b are taken into consideration in consideration of the weldability of the tip of the soft heel, that is, the position where the welding equipment can enter the gap and weld at the site, and the welding workability. The positions of the lines c and e were determined so that there would be no problem in terms of strength by analyzing the model that reproduced the above.

なお、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１においては、ｒ１＝５０ｍｍＲ、ｒ２＝１００ｍｍＲ、ｒ３＝１５０ｍｍＲとしたくり抜き貫通孔９ｂ断面は、いわば、片ハート型、すなわち、ハート型形状を中心から右半分を切除した断面形状としたものである。
図２〜図５に示すように、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１は、上記のような形状ないし構造のネガティブＲ９とすることにより、当該箇所の応力集中を避け、応力緩和を実現するものである。 In the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment, the cross section of the hollow through hole 9b with r1 = 50 mmR, r2 = 100 mmR, and r3 = 150 mmR is, so to speak. , One heart shape, that is, a heart shape with the right half cut off from the center.
As shown in FIGS. 2 to 5, the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment has a negative R9 having the above-mentioned shape or structure. , It is intended to avoid stress concentration at the relevant location and to realize stress relaxation.

すなわち、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）２は、例えば、１３層からなる自動車運搬船における軽車輌が積まれるＤｅｃｋ５においては、１７００ｍｍ程度の深さの大骨が船の高さ方向に船側外板(図示外)の沿って配設され、特に厳しい応力集中箇所となるので、図３に示す適用箇所を本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１として、上記適用箇所にＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ２の幅の約１０％のサイズのネガティブＲを適用したことで、応力低減の効果が得られ、疲労寿命向上につながったことから上記開口サイズ及びＲサイズとしたものである。 That is, in the Hold Web Frame (horizontal ribs) 2, for example, in the Deck 5 in which light vehicles are loaded in a 13-layer car carrier, a large bone having a depth of about 1700 mm is formed on the ship side outer plate in the height direction of the ship. Since it is arranged along (not shown) and becomes a particularly severe stress concentration location, the application location shown in FIG. 3 is the stress reduction structure at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment. As No. 1, by applying a negative R having a size of about 10% of the width of the Hold Web Frame 2 to the above-mentioned application location, the effect of reducing stress was obtained and the fatigue life was improved. It was done.

もちろん、当該箇所の総力緩和の実現という観点からは、Ｒ９の開口サイズや貫通孔９ｂのサイズ等は適用する船体の大きさ、周囲板厚等によって変更を伴うものであるが、解析により応力緩和を確認し、さらに、面材端部等（ソフトヒールしている箇所、ウェブフレーム足元）の溶接が可能なサイズ等を考慮した上で決定されるものであることは言うまでもなく、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１におけるＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ２の幅、板厚、Ｆａｃｅ（面材）８の板厚及びＤｅｃｋ（甲板）５との接合幅等によって、そのネガティブＲ９の配置位置、大きさ等が適宜変更するものであることは言うまでもないことを付言する。 Of course, from the viewpoint of realizing total force relaxation at the relevant location, the opening size of R9, the size of the through hole 9b, etc. are subject to change depending on the size of the hull to be applied, the thickness of the surrounding plate, etc., but stress relaxation is performed by analysis. Needless to say, this embodiment 1 is determined after confirming the above and further considering the size at which the end of the face material (the part where the soft heel is softened, the foot of the web frame) can be welded. Width, plate thickness, plate thickness of Face (face material) 8 and joint width with Deck (deck) 5 in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the above. It goes without saying that the arrangement position, size, etc. of the negative R9 are appropriately changed accordingly.

本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１は、このような構造としたことにより、板厚等の増厚（応力に抗する必要箇所の板厚の補強）を必要とする場合にも、従来の構造よりも応力を下げることが可能であり、増厚を抑えることができる。この結果、自動車運搬船のカーデッキ（車両艙）の大幅な増厚が不要となり、遷移させる板の枚数が減らすことによって、従来の構造よりも補強による重量増加を抑えることができることとなる。また、局部増厚箇所の板厚が従来の構造よりも下がることで、溶接も容易となり、溶接部の欠陥が生じるリスクも減らすことが可能となる等の効果を有する。 The stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment has such a structure, so that the plate thickness and the like are increased (the plate at the necessary portion to resist the stress). Even when thick reinforcement is required, the stress can be lowered as compared with the conventional structure, and the thickening can be suppressed. As a result, it is not necessary to significantly increase the thickness of the car deck (vehicle hull) of the car carrier, and by reducing the number of plates to be transitioned, it is possible to suppress the weight increase due to reinforcement as compared with the conventional structure. Further, since the plate thickness of the locally thickened portion is lower than that of the conventional structure, welding is facilitated, and the risk of defects in the welded portion can be reduced.

また、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅの疲労寿命が満足する適当なサイズのネガティブＲ９は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部は高応力であるため、フルペネ（ｆｕｌｌ ｐｅｎｅｔｒａｔｉｏｎ）溶接（完全溶込み溶接）により、母材と接合部材との溶着面積を増し、強度を向上させることが求められ、これは、板厚が大きくなるほど、開先（溶材を盛るスペース）をけずる量が増え、溶材を盛る量が増えることとなり、開先のすきまを埋めるには複数回溶接する必要があり、この結果、溶接作業の時間が増え、溶接欠陥が生じやすく、そのため、板厚を薄くすることで、完全溶け込み箇所の溶接作業の時間が減り、溶接欠陥のリスクも減ることとなる。 In addition, since the Negative R9 of an appropriate size that satisfies the fatigue life of the Hold Web Frame has high stress at the end of the Hold Web Frame, the base metal and the joining member are joined by full penetration welding (complete penetration welding). It is required to increase the welding area with and to improve the strength. This is because as the plate thickness increases, the amount of scraping the groove (space for filling the molten material) increases, and the amount of filling the molten material increases. It is necessary to weld multiple times to fill the gap, and as a result, the welding work time increases and welding defects are likely to occur. Therefore, by reducing the plate thickness, the welding work time at the completely welded part is reduced. , The risk of welding defects will also be reduced.

なお、本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１においては、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８端部の中心位置に開口９ａ及びその背後に貫通孔９ｂを設けることで生じる断面性能の低下を補うために、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８の横幅(がセット幅）を拡げることや当該箇所を増厚することについて妨げるものではない。
(変形実施例）
本実施例１においては、図２〜図５に示すように、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８端部の中心位置に開口９ａ及びその背後に貫通孔９ｂからなる応力低減構造１としたが、これは必ずしも、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８のＤｅｃｋ(甲板）５の接合端部の中心位置に開口９ａ及びその背後に貫通孔９ｂの両者を必須とするものではなく、変形実施例として、例えば、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８のＤｅｃｋ(甲板）５の接合端部に所定の奥行きを有する開口９ａを所定間隔で複数開口する形状ないし構造、又は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８のＤｅｃｋ(甲板）５の接合端部に開口を設けることなく、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８のＤｅｃｋ(甲板）５の接合端部の背後に所定形状の船体縦方向の貫通孔９ｂを設け、さらには、当該貫通孔９ｂのＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ(面材）８のＤｅｃｋ(甲板）５の接合部の全部又は一部が所定形状で開口する形状ないし構造であっても良い。 In addition, in the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment, the opening 9a and behind the opening 9a at the center position of the 8 ends of the Hold Web Frame Face (face material). In order to compensate for the deterioration of the cross-sectional performance caused by the provision of the through hole 9b, it does not prevent the width (is set width) of the Hold Web Frame Face (face material) 8 from being widened or the portion to be thickened.
(Modification Example)
In the first embodiment, as shown in FIGS. 2 to 5, a stress reduction structure 1 having an opening 9a at the center of the 8 ends of the Hold Web Frame Face (face material) and a through hole 9b behind the opening 9a is used. , This does not necessarily require both an opening 9a and a through hole 9b behind it at the center position of the joint end of the Deck 5 of the Hold Web Frame Face (face material) 8, and is a modified embodiment. For example, a shape or structure in which a plurality of openings 9a having a predetermined depth are opened at a predetermined interval at a joint end portion of a deck (deck) 5 of a Hold Web Frame Face (face material) 8, or a Hold Web Frame Face (face). Vertical penetration of the hull of a predetermined shape behind the joint end of the Deck (deck) 5 of the Hold Web Frame Face (face material) 8 without providing an opening at the joint end of the Deck (deck) 5 of the material (material) 8. The hole 9b may be provided, and further, the shape or structure may be such that all or a part of the joint portion of the deck (deck) 5 of the Hold Web Frame Face (face material) 8 of the through hole 9b is opened in a predetermined shape. ..

本発明は、船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造に利用される。 INDUSTRIAL APPLICABILITY The present invention is used for a stress reduction structure at the end of the Hold Web Frame of a ship.

１ 実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造
２ Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）
３ Ｄｅｃｋ Ｔｒａｎｓ（甲板横桁梁）
４ Ｓｉｄｅ Ｓｈｅｌｌ（船側外板）
５ Ｄｅｃｋ（甲板）
６ Ｄｅｃｋ Ｇｉｒｄｅｒ（甲板縦桁）
７ Ｐｉｌｌａｒ(柱）
８ Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）
９ 本実施例１に係る船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）端部における応力低減構造１のネガティブＲ
９ａ ネガティブＲの開口
９ｂ ネガティブＲの開口９ａ背後の貫通孔
１０１ 外板
１０３ タンク壁
１０５ 桁
１０７ 隔壁
１０８ ウエブ
１０９ ロンジ
１１０ フェイス
１１１ ウェブスチフナ
１１３ 短辺
１１５ 長辺
１１７ 自由端
１１９ えぐり部
１２１ 円弧部
１２３ 直線部
１２５ ヒール
１３０ Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ（艙内横肋骨）
１３１ａ、１３２ａ 積載艙（Ｄｅｃｋ）
１３１ｂ、１３２ｂ 梁材（Ｄｅｃｋ Ｌｏｎｇｉｔｕｄｉｎａｌ Ｓｔｉｆｆｎｅｒ）
１３１ｃ、１３２ｃ 甲板横桁梁（Ｄｅｃｋ Ｔｒａｎｓ）
１３３ 接合端 1 Stress reduction structure at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment 2 Hold Web Frame (horizontal rib)
3 Deck Trans (deck cross beam)
4 Side Shell (ship side skin)
5 Deck (deck)
6 Deck Girder (vertical girder on the deck)
7 Pillar
8 Hold Web Frame Face (Lumber)
9 Negative R of the stress reduction structure 1 at the end of the Hold Web Frame (horizontal rib) of the ship according to the first embodiment.
9a Negative R opening 9b Negative R opening 9a Through hole 101 Outer plate 103 Tank wall 105 Girder 107 Partition 108 Web 109 Longi 110 Face 111 Web stiffener 113 Short side 115 Long side 117 Free end 119 Hollow part 121 Arc part 123 Straight part 125 Heel 130 Hold Web Frame (horizontal ribs)
131a, 132a Deck
131b, 132b beam material (Deck Longitinal Staffner)
131c, 132c Deck cross beam (Deck Trans)
133 Joint end

Claims (4)

Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）とＤｅｃｋ（甲板）との接合端部の船体横方向における中心位置にのみ配置する開口及びその背後にＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）端部全幅に渡り船体縦方向に貫通する貫通孔とを有することを特徴とする船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造。 Hold Web Frame Face (horizontal rib surface material) and the opening placed only at the center position in the lateral direction of the hull at the joint end between Hold Web Frame Face (horizontal rib surface material) and Deck (deck) A stress-reducing structure at the end of a ship's Hold Web Frame, which has a through hole that penetrates the entire width of the end in the vertical direction of the hull. 前記開口は、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）の中心とＤｅｃｋ（甲板）との交差部を中心とする第一の曲率（ｒ０）の円に内接する頂上円弧を有し、かつ、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）とＤｅｃｋ（甲板）５との接合端部の中央に所定の接合幅及びその接合幅からソフトヒール幅位置の垂線に内接する円を繋いだ開口下部円弧を有する楕円状の開口であることを特徴とする請求項１に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造。 The opening has a top arc inscribed in a circle of first curvature (r0) centered on the intersection of the center of the Hold Web Frame Face (horizontal rib surface material) and the deck (deck), and , Hold Web Frame Face (curvature lateral rib surface material) and Deck (deck) 5 at the center of the joint end, a predetermined joint width and an opening connecting a circle inscribed in the vertical line at the soft heel width position from the joint width. The stress reduction structure at the end of the Hold Web Frame of a ship according to claim 1, wherein the opening is an elliptical opening having a lower arc. 前記貫通孔は、断面右上部が第二の曲率（ｒ１）で線ｃ及び線ｄに内接する円弧、断面中部が第三の曲率（ｒ２）で線ａ及び線ｃに内接する円弧、断面下部が第四の曲率（ｒ３）で線ａ及び線ｂに内接する円弧を有する貫通孔断面であることを特徴とする請求項１に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造。
（線ａは、ＨｏｌＤ Ｗｅｂ Ｆｒａｍｅに発生する主応力が約６０Ｎ／ｍｍ2以下の位置の垂線、線ｂは、ソフトヒールの立ち上がり厚の水平線、線ｃは、Ｄｅｃｋ(甲板）の表面から貫通孔内部の溶接作業が可能な位置の水平線、線ｄは、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）先端の板厚の垂線。） The through hole has an arc in which the upper right part of the cross section has a second curvature (r1) and is inscribed in the line c and line d, and the middle part of the cross section is an arc inscribed in the line a and line c with a third curvature (r2) and the lower part of the cross section. The stress reduction structure at the end of the Hold Web Frame of a ship according to claim 1, wherein is a through-hole cross section having an arc inscribed in the line a and b with a fourth curvature (r3).
(Line a is a perpendicular line at a position where the principal stress generated in HolD Web Frame is about 60 N / mm 2 or less, line b is a horizontal line of the rising thickness of the soft heel, and line c is a through hole from the surface of the deck (deck). The horizontal line and line d at the position where welding work is possible inside are the vertical lines of the plate thickness at the tip of the Hold Web Frame Face (horizontal rib surface material). 前記線ａが、Ｈｏｌｄ Ｗｅｂ Ｆｒａｍｅ Ｆａｃｅ（艙内横肋骨面材）の表面から１６５ｍｍ位置の垂線、前記線ｃが、Ｄｅｃｋ(甲板）の表面から２６５ｍｍ離れた水平線であることを特徴とする請求項３に記載の船舶のＨｏｌｄ Ｗｅｂ Ｆｒａｍｅ端部における応力低減構造。 The claim is characterized in that the line a is a perpendicular line at a position 165 mm from the surface of the Hold Web Frame Face (transverse rib surface material), and the line c is a horizontal line 265 mm away from the surface of the deck (deck). 3. The stress reduction structure at the end of the Hold Web Frame of the ship according to 3.
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