KR101258929B1 - Vessel having welding corrugated plate type bulkhead - Google Patents

Abstract

A vessel having a weld corrugated bulkhead is disclosed.
Spaced along the fore and aft direction of the hull according to an embodiment of the present invention is disposed in the line width direction, the weld wave portion coupled to the deck and the inner plate and the bottom plate of the hull, the line width is spaced along the line height direction of the hull And a transverse stringer extending in the direction and coupled to the weld waveform.

Description

Vessel with weld corrugated bulkhead {VESSEL HAVING WELDING CORRUGATED PLATE TYPE BULKHEAD}

The present invention relates to a ship having a partition wall, and more particularly to a ship having a weld corrugated partition wall.

In general, ships carrying liquid or fluid cargoes include tankers, tankers, etc., and are manufactured in a double hull structure in consideration of the seriousness of marine pollution caused by collisions and stranding.

Oil tankers are widely used as one of the salt water carriers or commercial ships carrying liquid cargoes such as crude oil, petroleum products, chemicals, etc., and are becoming larger.

In a ship such as an oil tanker, a longitudinal bulkhead is formed in the longitudinal direction and a plurality of transverse bulkheads are coupled to each other based on the centerline of the ship. Such bulkheads may consist of a plane bulkhead.

For example, as shown in FIG. 1, the oil tanker 1 according to the prior art has a first transverse bulkhead 4 of plain bulkhead structure between a plurality of cargo holds 2.

The first transverse bulkhead 4 is provided between the lower stool 3a (lower stool) and the upper stool 3b (upper stool).

Conventional stools 3a and 3b are for preserving stiffness against lateral loads and have a flaring box shape having a relatively large volume and weight. That is, the cargo loading space of the cargo hold 2 becomes small compared with the installation space occupied by the stools 3a and 3b.

As shown in FIG. 2, the first transverse bulkhead 4 consists of a combination of a plain plate 4a and a stiffener 4b.

This first transverse bulkhead 4 is used only in cargo ships of 60,000 tonnes or less within the allowable structural rigidity, and when applied to ships of 100,000 tonnes or more, it may bring structural safety problems. As the stools 3a and 3b are required, they are relatively heavy and occupy more volume and have a disadvantage in that the shipping efficiency is lowered.

The first transverse bulkhead 4 of the prior art is not only relatively weak to buckling, but also has a relatively large weight relative to the cross-sectional area under the same final strength conditions, as can be seen in the following description of the present invention. Have

On the other hand, as shown in Figure 3, the bulk carrier (bulk carrier) of the prior art is to ship the grain in the nature of the ship, and to prevent the phenomenon that the grain is loaded in the cargo hold when unloading the grain, bent type The second transverse partition 5 of the corrugated partition structure is adopted.

The second transverse bulkhead 5 may be advantageous in buckling strength and flexural strength when the weight is equal to that of the first transverse bulkhead 4 illustrated in FIG. 1 or 2.

However, since the conventional second transverse bulkheads 5 have the same thickness (a) in the cross-sectional areas such as the reference portion, the inclined portion, and the bent protrusion portion of the corrugation, in consideration of longitudinal or transverse structural safety and weight, There is a disadvantage that an innovative design having a different thickness compared to the cross-sectional area is impossible.

In addition, since the conventional second transverse bulkhead 5 is manufactured by bending, it is very difficult to bend the inclination angle b to 90 degrees in consideration of the thickness of the transverse bulkhead, the bending force of the bent portion, and the like.

In addition, the conventional second transverse bulkhead 5 is applied to a ship of 100,000 tons or more, or causes the following problems in the manufacturing process of the shipyard.

That is, in the related art, as the transverse bulkhead is supported by the lower stool or the upper stool, a relatively large amount of cargo cannot be loaded in the freight transportation economy.

In addition, in the related art, when the stool is removed only in consideration of the economical efficiency of cargo transportation, the structural safety of the ship itself may be degraded. On the other hand, when a relatively large amount of reinforcement is used to maintain the same rigidity, the weight of the ship itself is increased.

In addition, conventionally, when attempting to form a bent corrugated bulkhead structure such as a second transverse bulkhead inside the hull without a stool, the bent corrugated bulkhead structure is manufactured by bending, so that it is possible to maintain continuity with the longitudinal strength member of the existing hull. There is no alternative to how they should be combined so that much research and effort is required to safely maintain the stiffness in the longitudinal direction (eg bowward direction) or transverse direction (eg linewidth direction). .

That is, conventionally, due to the curvature generated when the second transverse bulkhead is bent, when the longitudinal strength member and the transverse strength member intersect, there is a significant disadvantage in managing the connectivity and degree of the member.

In addition, in order to apply the second transverse bulkhead of the conventional bent corrugated bulkhead structure to a ship of 100,000 tons or more, a realistic problem that a larger and larger bending machine facilities must be provided in the shipyard is also generated.

In addition, since the conventional second transverse bulkhead has a bent waveform, it has a disadvantage that it is difficult to manage the accuracy of the plate member, that is, the dimensional accuracy.

Embodiment of the present invention by providing a welded corrugated bulkhead of the WCP (WELDING CORRUGATED PLATE) type, easy to maintain accuracy, easy to manufacture and excellent in structural rigidity, while removing the existing stool to increase the loading capacity of the vessel It is intended to provide structurally safe ships.

According to an aspect of the present invention, spaced along the fore and aft direction of the hull is disposed in the line width direction, the weld wave portion coupled to the deck and the inner plate and the bottom plate of the hull, spaced apart along the line height direction of the hull Can be provided having a weld corrugated bulkhead that extends to and includes a transverse stringer coupled to the weld waveform.

In addition, the weld waveform may be a combination of a strip-shaped base plate, a side plate, and a protrusion plate having a length longer than a width to form a right waveform by welding.

In addition, the weld waveform may be formed by different thicknesses of the base plate, the side plate, the protrusion plate by local scantling to increase the cross-sectional coefficient and reduce the weight.

In addition, the weld wave portion is disposed between the web frame coupled between the bottom plate and the bottom shell to support the base plate, and the plurality of partial girder plate spaced apart along the line width direction to support the protrusion plate coupled between the bottom plate and the bottom shell. It may further include.

In addition, the transverse stringer has one side having a mountain shape and a bone shape corresponding to the right angle waveform of the weld waveform, the other side of the free end type formed on the opposite side of the one side, and both ends fixed to the inner plate or the central partition of the hull. It may include.

In addition, a plurality of bracket plates may be further coupled to the connection point between the weld wave portion and the inner bottom plate.

Embodiment of the present invention, even if applied to a vessel of 100,000 tons or more by the welding corrugated bulkhead of WCP (WELDING CORRUGATED PLATE) type, there is an advantage that can be manufactured without a separate large bending machine equipment.

In addition, the embodiment of the present invention is a structure that removes the existing lower stool or upper stool, it is possible to load a relatively large amount of cargo in the economy of cargo transportation, it is possible to reduce the weight of the vessel relative to the vessel having a stool.

In addition, according to an embodiment of the present invention, by providing a welding wave portion formed by forming a plate member to form an angle of 90 degrees by welding, the degree of the welding wave portion and its peripheral members can be relatively easily matched.

In addition, the embodiment of the present invention is very easy to cut and process the plate member as it is manufactured by welding, and it is possible to design a suitable plate thickness according to the external load, without using excessive or the same plate thickness It is possible.

That is, the welding waveform portion of the embodiment of the present invention combines the base plate, the side plate, the protrusion plate of a strip shape relatively longer than the width (width) to form a right waveform by welding, the base plate, side plate, stone Each plate has a different thickness, allowing for optimized design and increased productivity.

In addition, the embodiment of the present invention is provided with a plurality of partial girder plate of relatively small weight compared to the web frame, in order to ensure continuity with the longitudinal strength member of the hull without using a stool, It is possible to prevent the weight increase due to the further use of the frame and to improve the connection with the bottom plate.

In addition, the embodiment of the present invention may be provided with a transverse stringer (trans. Stringer) to improve the characteristic value according to the plastic hinge collapse, and may have an optimized collapse pattern in consideration of the weight.

In addition, the embodiment of the present invention can be provided with a plurality of bracket plate to distribute the concentrated load concentrated on the corner portion, such as fatigue load.

1 is a side view of a vessel according to the prior art.
FIG. 2 is a partial cross-sectional view of the first transverse bulkhead of the ship shown in FIG. 1.
3 is a partial cross-sectional view of a second transverse bulkhead of a bulk carrier of another prior art.
4 is a side view of a ship having a weld corrugated bulkhead according to an embodiment of the present invention.
5 is a partial cross-sectional view of the weld waveform shown in FIG. 4.
FIG. 6 is a configuration diagram of a weld corrugated partition wall including the weld waveform shown in FIG. 5.
FIG. 7 is a perspective view of a welding corrugated partition shown in FIG. 6 mounted on a hull. FIG.
8 is a cross-sectional view for explaining a comparison of local scantling between the prior art and the present embodiment.
9 is a graph comparing the buckling and the final strength between the prior art and the present embodiment.
10 is a view for explaining and comparing the deformation behavior in the structure without a stool.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

4 is a side view of a ship having a weld corrugated partition wall according to an embodiment of the present invention, and FIG. 5 is a partial cross-sectional view of the weld waveform shown in FIG. 4. 6 is a block diagram of a weld corrugated bulkhead including the weld waveform shown in FIG. 5, and FIG. 7 is a perspective view of the weld corrugated partition shown in FIG. 6 mounted on the hull.

Referring to FIG. 4, the present embodiment having the weld corrugated bulkhead 100 may be applied to a hull 10 having a plurality of cargo holds 20, such as an oil tanker, a merchant ship, or the like of 100,000 tons or more.

This embodiment is spaced along the fore and aft direction of the hull 10 is disposed in the line width direction, the welding wave portion 110 coupled to the deck, the inner plate and the bottom plate of the hull 10, such a hull (10) It may be spaced apart along the convex direction of the extending in the line width direction, and may include one or more transverse stringers 120 (see FIGS. 6 and 7) coupled to the weld waveform 110.

As can be seen in Figures 4 to 7, there is no existing stool structure on the upper or lower portion of the weld corrugated bulkhead 100.

Therefore, the present embodiment can secure a lot of cargo loading space relative to the space occupied by the existing stool by the weld corrugated partition wall 100, while ensuring the safety while reducing the structural weight as described below have.

Referring to FIG. 5, the weld waveform 110 of the weld corrugated partition wall 100 includes a strip-shaped base plate 111 having a length longer than a width, and the base plate 111. A vertically welded side plate 112 and a protrusion plate 113 vertically welded to the side plate 112, and a plurality of base plates 111, side plates 112, and protrusion plates 113 are continuous. It may be coupled to form a right angle waveform.

At this time, the plate thickness of each of the base plate 111, side plate 112, the protrusion plate 113 of the welding wave portion 110 as shown in Table 1 below, to increase the cross-sectional coefficient and decrease the weight It can be formed differently by local scantling.

In addition, each base plate 111 may be spaced apart in the line width direction along the first reference line WL where the web frame (hereinafter, abbreviated as a web frame) in the ship bottom side transverse direction is disposed.

In addition, each protruding plate 113 may be spaced apart from the base plate 111 in a zigzag manner along a second reference line GL on which a partial girder plate to be described below will be disposed.

Referring to FIG. 6, the welding waveform part 110 supports the web frame 130 and the protrusion plate 113 coupled between the bottom bottom plate 11 and the bottom bottom plate 12 so as to support the base plate 111. A plurality of partial girder plate 140 is disposed to be spaced apart along the line width direction to be coupled between the bottom inner plate 11 and the bottom outer plate 12 to form a weld corrugated partition wall 100.

In the weld corrugated bulkhead 100, the weld waveform 110, the transverse stringer 120, the web frame 130, the partial girder plate 140, etc. are composed of plate members and are connected at right angles. Therefore, the difference in the connection characteristics between the primary member and the secondary member may not occur, and the connection may be good. Due to these characteristics, the bending stiffness and the buckling strength during the combined load action may be relatively large through the weld corrugated bulkhead 100.

Here, the web frame 130 and the partial girder plate 140 is coupled between the bottom bottom plate 11 and the bottom bottom plate 12, the welding wave portion 110 in the state via the bottom bottom plate 11. The base plate 111 or the protruding plate 113 may be supported.

The weld corrugated bulkhead 100 may have a sufficient bending rigidity for longitudinal loads while reducing the weight, as compared to the addition of a separate bottom side web frame, by using the partial girder plate 140. ) And the structure under the structure can be improved.

In addition, the weld corrugated bulkhead 100 may further include a plurality of bracket plates 150 at a connection point between the weld waveform 110 and the inner bottom plate 11 or the deck.

Referring to FIG. 7, each of the transverse stringers 120 has one side having a hill shape and a valley shape corresponding to the right angle waveform of the weld waveform 110, and the other side of the free end type formed on the opposite side of such one side. And both ends fixed to the inner plate 13 or the central partition 14 of the hull 10.

Since the mountain shape and the bone shape formed at one side of the lateral stringer 120 are right-angle waveforms that can be fitted to the right-angle waveforms of the weld waveform 110, the degree of easy management is also easy, and the shape of the weld waveform 110 Confidential coupling may be possible.

The transverse stringer 120 may be provided in plural along the line direction by pairing the port and starboard of the hull 10.

As described above, the plurality of bracket plates 150 may be coupled to a connection point between the welding wave portion 110 and the inner bottom plate 11 or the deck 15.

The bracket plate 150 may play a role of dispersing a concentrated load concentrated at a corner portion, such as a fatigue load.

8 is a cross-sectional view for explaining a comparison of local scantling between the prior art and the present embodiment.

Referring to FIG. 8 in parallel with Table 1 below, the weld corrugated bulkhead 100 according to the present invention shows that the cross-sectional coefficient is increased according to the member dimension selection with the first transverse bulkhead 4 of the conventional plain bulkhead structure. It can be confirmed that 20% weight reduction is possible.

As mentioned above, the weld corrugated bulkhead 100 of the present embodiment shows a weldable structure in individual plate units. Therefore, when the conventional first transverse bulkhead 4 is replaced with a plain plate and a reinforcing material, it can be compared as described above.

9 is a graph comparing the buckling and the final strength between the prior art and the present embodiment.

Referring to FIG. 9, Comparative Example 1, which is a prior art, corresponds to a transverse bulkhead having a reinforcing material, and Comparative Example 2 corresponds to a plain bulkhead transverse bulkhead without a reinforcing material.

In contrast, the present embodiment means the weld corrugated bulkhead described above.

Comparative Example 1 or Comparative Example 2 shows the collapse behavior that buckling and yield occurs in the reinforcement having a relatively weaker rigidity than the plain plate, so that the buckling and yield continuously progress in the plain plate with increasing load.

Due to the basic decay characteristics of these structures, the graph of the behavior of the structures according to Comparative Example 1 or Comparative Example 2 and the present embodiment shows a significant difference, wherein the weld corrugated bulkhead of the present embodiment shows a relatively high final strength. have.

On the other hand, in this embodiment, the site where the buckling and yield occurs is very close to the final strength point. However, considering the actual design load, it does not matter because it has sufficiently large rigidity.

In addition, when comparing only the final strength, it was confirmed that this embodiment has a strength margin of about 0.12MPa (eg, 12m head).

10 is a view for explaining and comparing the deformation behavior in the structure without a stool.

Referring to FIG. 10, as in the prior art, when there are stools 3a and 3b, they have a relatively short span length L1.

On the other hand, when there is no stool, it has a relatively long span length L2.

When there is no stool in this way, when there is a relatively long span length L2 and there is no lateral stringer (Case-A), the plastic hinge collapse M occurs according to the lateral load P. As a result of the long span length L2, the bending stiffness is greatly reduced.

However, in order to compensate for these disadvantages, in the weld corrugated bulkhead 100 as in the present embodiment, the transverse stringer 120 is installed (Case-B), thereby exerting an effect of reducing the span spacing. Likewise, when the lateral load P acts, instead of the plastic hinge collapse M, local deflection N may be generated between the transverse stringers 120.

As such, the present embodiment may control the collapse pattern to be locally generated by the lateral stringer 120.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. For example, those skilled in the art can change the material, size, etc. of each component according to the application field, or combine or replace the previous embodiments in a form that is not clearly disclosed in the embodiments of the present invention, but this also It does not depart from the scope of the invention. Therefore, it should be understood that the above-described embodiments are to be considered in all respects as illustrative and not restrictive, and that such modified embodiments are included in the technical idea described in the claims of the present invention.

100: weld wave partition 110: weld wave portion
120: transverse stringer 130: web frame
140: partial girder plate

Claims (6)

Spaced along the fore and aft direction of the hull and arranged in the line width direction, and welded wave portions coupled to the deck, inner plate and bottom plate of the hull;
It is spaced along the line height direction of the hull extends in the line width direction, and comprises a transverse stringer coupled to the weld wave portion,
A plurality of bracket plates are further coupled to the connection point between the weld wave portion and the inner bottom plate.
Ships with welded corrugated bulkheads.
The method of claim 1,
The welding waveform portion
A strip-shaped base plate, a side plate, and a protrusion plate, each of which has a length longer than the width, are combined to form a right-angled wave form by welding.
Ships with welded corrugated bulkheads.
The method of claim 2,
The welding waveform portion
It characterized in that the plate thickness of the base plate, the side plate, the protrusion plate is formed differently by local scantling to increase the cross-sectional coefficient and reduce the weight
Ships with welded corrugated bulkheads.
The method according to claim 2 or 3,
The welding waveform portion
A web frame coupled between the bottom inner plate and the bottom outer plate to support the base plate;
It further comprises a plurality of partial girder plate spaced apart along the line width direction to support the protrusion plate coupled between the bottom inner plate and the bottom outer plate.
Ships with welded corrugated bulkheads.
The method according to claim 2 or 3,
The transverse stringer is
One side having a peak shape and a valley shape corresponding to the rectangular waveform of the weld waveform;
The other side of the free end type formed on the opposite side of the one side,
It includes both ends fixed to the inner plate or the central partition of the hull
Ships with welded corrugated bulkheads.
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