KR20240065922A - Deformation prevention part of plate area of ship and method of applying the same - Google Patents

Abstract

The present invention relates to a member for preventing deformation of the plate area of a ship and a method of applying the same. Specifically, it is a member useful for preventing deformation of the plate area formed in a lattice structure such as the deck, wall, and platform of a ship and reducing correction work. , It also relates to how to properly apply the member to each deck, wall, and platform.

Description

Deformation prevention part of plate area of ship and method of applying the same}

The present invention relates to a member for preventing deformation of the plate area of a ship and a method of applying the same. Specifically, it is a member useful for preventing deformation of the plate area formed in a lattice structure such as the deck, wall, and platform of a ship and reducing correction work. , It also relates to how to properly apply the member to each deck, wall, and platform.

The living quarters of a ship consist of deck space, inner and outer walls, platforms, passage spaces, etc. In the case of oceangoing ships that sail for long periods of time, the living quarters must be large in size and stability during the operation period is important.

The deck space, which forms the majority of the structure of a residential area, generally has a grid support structure composed of a large primary member and a small secondary member, and the spaces between the grids have a frame by welding several members. A plate area is formed. At this time, considering the presence of people, the load from various equipment or devices required for residence, etc., the thickness of the sheet metal (6 ~ 10 tons), the presence or absence of reinforcement, piping under the deck, and whether supports are installed to support the electric circuit. etc. will be decided. This can also be applied to platform spaces for external traffic installed around residential areas.

In a residential area, the walls have a grid support structure made up of large primary members and small secondary members, and the spaces between the grids are formed by welding various members to form a plate area with a frame. It is similar to a deck space, and is characterized by a simple support structure in which the wall is located between the deck spaces and supports the deck.

Welding techniques are mainly used when joining deck spaces with plate areas in such a lattice structure, and continuous welding is performed to ensure rigidity and stability. Accordingly, deformation such as curvature, movement, and shaking of the plate occurs due to contraction due to a large amount of welding heat input between multiple plate areas, various external forces due to navigation and crew movement, and installation of various equipment and devices. Accordingly, in the past, the deformed plate was corrected during operation or during the berth period after operation.

Accordingly, in order to preemptively prevent deformation of the plate due to shrinkage due to welding heat input, a swage wall structure is applied by bending a thin plate to have valleys at regular intervals. The temperature difference in the outside air is , deformation is occurring again due to heating by solar radiation and the installation of additional items (cabin interior design materials, work poles).

Accordingly, an invention regarding a living space for a marine structure to prevent water stagnation due to deck deformation (Publication No. 10-2014-0022632, 2014.02.25) has been disclosed.

In the case of bending work to correct deformation, there was a problem that the stress caused by welding was transferred to the wall end, causing deformation in that area to become severe. Therefore, taking this into account, the structural rigidity of the end portion of the wall had to be increased.

In addition, if deformation occurs again, the second correction work is performed after the residential interior material work and painting work have been completed compared to the first bending work, so it costs a lot of money and time, and there is a risk of safety problems such as fire. Therefore, it is necessary to arrange deformation prevention members on a separate basis for the exposed deck and some cabin interior decks where secondary deformation occurs.

Specifically, the exposed deck has been recognized as having a sagging phenomenon due to water pooling during rainy weather, and correction requests have been made from orderers and inspectors, and corrections exceeding quality standards have been requested due to inconvenience. Therefore, drain pipes are placed on the exposed deck for drainage in rainy weather, but the slope (camber, sheer) is reflected in the design to allow natural drainage, and the available height of the floor below the deck, efficiency of the assembly plant, operating conditions of the ship, and drainage The efficiency of facility arrangement must be considered.

In addition, there are many factors that can cause secondary deformation of the exposed deck, so it is difficult to avoid correction when deformation occurs, but since the correction work is performed close to delivery of the ship, damage to the paint on the top and bottom of the deck, rework of insulation materials, and equipment are necessary. Even if the primary calibration work increases in consideration of fire risk, etc., minimizing secondary calibration work is very necessary to improve productivity.

Additionally, in the case of exposed decks or exterior walls, the impact on the ship's aesthetics is greater, so if they are deformed, the problems of quality deterioration and external reliability are more serious.

According to one aspect of the present invention for solving the above-described problem, a flat bar provided in the plate area of a ship,

A snip structure is formed on some or all of both ends of the flat iron,

The flat iron provides a member for preventing deformation of the plate area of a ship, characterized in that it is spaced apart from the reinforcing material or the inner and outer walls provided in the plate area.

Preferably, the flat iron provides a member for preventing deformation of the plate area of the ship, characterized in that it is joined to the plate at at least three points.

Preferably, a member for preventing deformation of the plate area of a ship is provided, characterized in that it is joined to the plate at the center and both end points of the flat iron.

Preferably, the flat iron provides a member for preventing deformation of the plate area of the ship, characterized in that the flat iron is not a ship-grade material.

In another aspect of the present invention, as a method of joining flat iron to the plate area of a ship,

Both ends of the flat iron are joined so as to be spaced apart from the reinforcement provided in the plate area or the inner and outer walls,

It provides a method of applying a member for preventing deformation of the plate area of a ship, characterized in that a snip structure is formed on some or all of both ends of the flat iron.

Preferably, the flat iron provides a method of applying a member for preventing deformation of the plate area of a ship, characterized in that the flat iron is joined to the plate at at least three points.

Preferably, a method of applying a member for preventing deformation of the plate area of a ship is provided, characterized in that it is joined to the plate at the center and both end points of the flat iron.

Preferably, when applying the deformation prevention member to the deck exposed to the outside of the ship,

A method of applying a deformation preventing member to a plate area of a ship is provided, characterized in that the deformation preventing member is applied when the plate length is more than a certain length.

Preferably, when applying the deformation prevention member to the wall of a ship,

When the wall height exceeds a certain height depending on the ship, one or more deformation prevention members are disposed on all or part of 1/20 to 1/3 of the wall, for preventing deformation of the plate area of the ship. Provides methods for applying members.

Preferably, when the wall height exceeds a certain height depending on the ship, the plate area of the ship is characterized in that deformation prevention members are additionally arranged at intervals greater than the ordinary girder depth below the upper deck. Provides a method of applying a member for preventing deformation.

Preferably, a method of applying a deformation prevention member to a plate area of a ship is provided, characterized in that the deformation prevention member is additionally disposed at an upper position of the mounting joint when mounted on the wall.

Preferably, when applying the deformation prevention member to the internal movement passage of the ship's accommodation,

A method of applying a deformation prevention member to a plate area of a ship is provided, characterized in that the deformation prevention member is disposed at a position between web frames at the bottom of the deck.

According to the member for preventing deformation of the plate area of a ship of the present invention, thermal deformation that inevitably occurs during the manufacturing process of the accommodation of a ship having a thin plate structure is prevented and the efficiency of stress relief annealing to correct this is achieved. can be maximized. Therefore, the quality, such as the appearance of the ship, can be improved, and productivity is improved.

According to the method of applying the deformation prevention member in the plate area of a ship of the present invention, standards for installation of deformation prevention members for each part of the ship (deck, wall, platform, etc.) are presented for the first time, thereby providing internal and external reliability for the produced ship. can be improved.

Figure 1 shows a WELDING END in which both ends of the stiffeners or inner and outer walls are welded, and an embodiment according to the present invention, where both ends are spaced apart from the stiffeners or the inner and outer walls, and has a snip structure. Each of the deformation prevention members is briefly shown.
Figure 2 is a graph showing the degree of deformation in the direction perpendicular to the dotted line direction of the plate area according to the thickness of the deformation prevention member according to an embodiment of the present invention.
Figure 3 briefly shows the distribution of deformation force occurring in a conventional deck in which no deformation prevention member is installed and the deformation force in the plate area (dotted line) and the resulting deformation of the plate and reinforcement (solid line).
Figure 4 shows the deformation force generated in a conventional deck (dotted line) and the resulting deformation of the plate and reinforcement (solid line), and the deformation force generated when a deformation prevention member is applied to the deck as an embodiment according to the present invention (dotted line) ) and the resulting deformation of the plate and reinforcement (solid line).

In order to fully understand the operational advantages of the present invention and the objectives achieved by practicing the present invention, reference should be made to the accompanying drawings illustrating preferred embodiments of the present invention and the contents described in the accompanying drawings.

Hereinafter, the structure and operation of a preferred embodiment of the present invention will be described in detail with reference to the attached drawings. Here, in adding reference numerals to components in each drawing, it should be noted that identical components are indicated with the same reference numerals to the extent possible, even if they are shown in different drawings.

In the embodiment of the present invention described later, the ship uses only fuel oil such as HFO (Heavy Fuel Oil), MDO (Marine Diesel Oil), and MGO (Marine Gas Oil) as fuel for the propulsion engine or fuel for the power generation engine. It can be any type of ship, such as an engine that can be used with other fuels such as LNG (Liquefied Natural Gas) or LPG (Liquefied Petroleum Gas), or an engine that uses fuel oil. Representative examples include ships with self-propelled capabilities such as LPG carriers, LNG carriers, liquid hydrogen carriers, and LNG RVs (Regasification Vessels), as well as LNG FPSOs (Floating Production Storage Offloading) and LNG FSRUs (Floating Storage Regasification Units). Marine structures that do not have propulsion capabilities but are floating in the sea may also be included.

Hereinafter, a member for preventing deformation of the plate area of a ship according to this embodiment will be looked at with reference to FIG. 1.

The member for preventing deformation of the plate area of a ship according to an embodiment of the present invention is a flat bar provided in the plate area of a ship, and unlike the WELDING END form in which both ends of the reinforcement or the inner and outer walls are welded. , both ends are spaced apart from stiffeners or the inner and outer walls, and is characterized by having a snip structure on some or all of both ends. Here, the snip structure refers to a structure in which the ends of a flat iron are cut and formed to be inclined. Having a snip structure on part of both ends is as illustrated in Figure 1, and having a snip structure on all of both ends is a welding structure. This may mean having an overall trapezoidal shape with a side that is inclined directly from the side that is formed.

The fact that both ends have a snip structure means that when an external force (heat input, bending, movement, forced adjustment during assembly, shaking, etc.) is transmitted to the reinforcement on both sides or the plate between the inner and outer walls, deformation and deformation of the plate occur. This is to prevent this metastasis.

In addition, the fact that both ends are spaced apart from the reinforcement or the inner and outer walls facilitates installation and removal work, minimizes the mutual transfer of stress applied to the reinforcement, and smoothes the stress occurring at the ends with the plate ( It is intended to convey smooth).

The member for preventing deformation of the plate area of a ship according to an embodiment of the present invention may use non-class grade materials, for example, general structural steel such as SS275 (formerly SS400). Since prepaid materials are not required, convenience in on-site material supply and material application can be achieved. Specifically, flat iron such as 75x6 FB, 75X10 FB, and 100X8 FB can be used.

Looking at the deformation prevention member of the plate area of the ship of this embodiment with reference to Figures 3 and 4, if the deformation prevention member according to the present invention is not used (Figure 3), welding deformation and buckling in the transverse direction, not in the direction of the deck reinforcement. It can be seen that this occurs. At this time, if the deformation prevention member according to the present invention is used between the reinforcing materials (Figure 4), deformation and buckling of the plate and reinforcing materials can be minimized, and it can also have the effect of suppressing additional deformation of the adjacent area when the surrounding area is bent. You can check it.

Hereinafter, a method of applying a member for preventing deformation of the plate area of a ship according to this embodiment will be described with reference to FIG. 4.

The method of applying a member for preventing deformation of the plate area of a ship according to the present invention is a method of joining flat iron to the plate area of a ship, wherein both ends of the flat iron are joined so as to be spaced apart from the reinforcement or inner and outer walls provided in the plate area. , It may be characterized in that a snip structure is formed on some or all of both ends of the flat iron.

The member for preventing deformation of the plate area of a ship according to the present invention may be characterized as being joined to the plate at at least three points. For example, it can be joined to the plate at the center and both end points of the flat iron. At this time, the intermittent welding method can be used as a joining method. Since heat input due to welding is also a factor in deformation of the plate area, the purpose is to minimize deformation due to this welding heat input.

Preferably, it can be applied to plates with a thickness of less than about 15 mm, and can be applied to plates where the spacing of supporting members is about 500 mm to 2000 mm, preferably about 700 mm to 1500 mm.

In addition, it can be installed so that it can be temporarily or permanently removed if interference occurs in relation to the placement or operation of the design equipment.

Below we will look at the application method for each installation area in detail.

<For decks or top decks (TOP) exposed to the outside>

Basically, it can be arranged according to the application method described above, preferably when the length of the plate panel is more than a certain length. In the case of VLCC, where the longitudinal reinforcement spacing is larger than other ship types, it is advisable to arrange the reinforcement on the exposed deck in the transverse direction and reduce the width of the plate panel before use.

Among the exposed decks of deckhouses and engine casings, the area exposed to the outside air is large, so it can also be applied to areas used as material storage areas. In these areas, the weight of stacked work parts, cabin interior materials, and equipment is the main cause of deck deformation. Taking this into account, scantling may be increased in the deck reinforcement.

<Unit Toilet (U/T) in cabin area>

Since the Unit Toilet must be installed in the correct position before proceeding with the entire deck bending work, the bending work on the lower part of this equipment is generally completed first and painting is partially completed. Considering the installation work, the reinforcing carving for the lower part of the unit toilet is placed on the Carling Plan drawing in the cabin design, so the deformation prevention member may not be placed separately.

In the Battery Room, as in the case of the Unit Toilet, the lower parts of various devices are first partially curved before the entire deck is curved and then painted, so that deformation prevention members can be placed based on the outer deck to prevent deformation from recurring during the main curved work. there is.

<Bottom, supporting structure of the engine casing inner deck and externally exposed void area>

In the case of the engine casing inner deck, a reinforcing carving is placed at the bottom of the equipment, so a member to prevent deformation can be placed between the frame/girder.

In the case of the bottom and supporting structure of the void area exposed to the outside, if the length of the plate panel exceeds a certain range, it can be placed in the center of the plate panel. The application location can be placed in the closed space below the bridge wing, supporting structure, cable way truck structure below the navigation deck, etc. The cable way trunk structure at the bottom of the navigation deck, which protrudes from the bridge wing bottom and front wall toward the bow, is exposed to the outside, and the degree of deformation is confirmed during inspection of the exterior wall and exterior. Since correction is extremely difficult when pointed out during inspection, members are placed to prevent deformation. Therefore, it is desirable to create conditions in which deformation correction is easy. Although these structures are exposed to the outside air, after the first deformation is corrected, deformation does not occur again or water pooling occurs, so a deformation prevention member can be placed in the center of the panel.

In the case of the engine casing area, there is a lot of carving due to design equipment, etc., and in the deckhouse area, secondary deformation occurs slightly after the bending work, and the bending work is completed by supplementing the flatness with deck covering, except for the above cases. A member to prevent car deformation may not be placed.

<Passage platform, access platform>

There is frequent traffic, it is exposed to the outside, and it is generally supported by cantilever brackets, but support imbalance may occur due to openings for ramps. At this time, water may accumulate at the ends, so it is recommended to ensure that the bracket is supported as well as possible, and the spacing between members should be regular frame/long. It is preferable to place them narrower than the spacing.

When the width of the platform becomes too large to be supported in a cantilever form, pillars can be placed to prevent overall sagging since there is a limit to support in the cantilever form.

<Exterior wall>

The external wall forms the exterior of the area and exists to block external loads and support the upper load, while the internal wall prevents or blocks the spread of fire in the area, blocks noise, and reinforces vibration. It exists for such purposes.

Depending on the ship, if the wall height exceeds a certain height, one or more deformation prevention members may be placed on all or part of 1/20 to 1/3 of the wall. Specifically, all of the 1/20 points of the wall refers to 1/20, 2/20, 3/20 to 20/20 points. Depending on the ship, if the wall height exceeds a certain height, additional deformation prevention members may be placed below the upper deck at intervals greater than the ordinary girder depth to take into account weldability.

In order to correct the phenomenon of shrinking of the corner where the outer wall meets the outer wall, one or more vertical members can be placed at all or part of the 1/2n (n is a natural number, any one of 2 to 10) points between members, Specifically, all of the 1/20 (when n is 10) points of the wall refer to 1/20, 2/20, 3/20 to 20/20 points, and there is a snip structure on some or all of both ends. can be formed. For example, 100x8 f.b (both ends snip) can be placed.

The exterior wall is mainly flat and reinforced with reinforcement materials, and the interior wall is based on a swage wall that is formed by forming a plate and acting as a reinforcement material. The part where the door is installed can be a flat plate reinforced with aggregate to connect the door frame.

<Inner wall>

Depending on the ship, if the wall height exceeds a certain height, one or more deformation prevention members may be placed on all or part of 1/20 to 1/3 of the wall. Specifically, all of the 1/20 points of the wall refers to 1/20, 2/20, 3/20 to 20/20 points. If the wall height of the ship exceeds a certain height, additional deformation prevention members can be placed below the upper deck at intervals greater than the ordinary girder depth, considering weldability.

Since the swage wall has a molded part that absorbs shrinkage due to the curve of the deck, a member to prevent deformation may not be placed. When the deck height is high, the swage processing width is exceeded and the structural rigidity is insufficient due to the limited swage forming depth, so a plane type wall can be applied instead of a swage wall.

When mounting the outer wall and the inner wall on a ship, a deformation prevention member may be additionally placed at a position 50 mm to 1000 mm above the mounting joint, preferably at a position 100 to 700 mm above. The member used at this time can be 75x10 f.b (snip at both ends). However, when a small assembly is mounted alone, an additional deformation prevention member may not be placed.

<Movement passageway within residential area>

A deformation prevention member can be placed between the web frames at the bottom of the deck. The purpose is to control secondary deformation by the load of equipment and support welding by placing a large amount of equipment (pipes, ducts, cables, etc.) and supports at the bottom of the deck in the movement passage area inside the living quarters. When installing a wall panel profile, accuracy can be improved and deformation due to frequent traffic can be prevented.

It is obvious to those skilled in the art that the present invention is not limited to the above-mentioned embodiments, and that it can be implemented with various modifications or variations without departing from the technical gist of the present invention. It was done.

Claims (12)

As a flat bar provided in the plate area of a ship,
A snip structure is formed on some or all of both ends of the flat iron,
A member for preventing deformation of the plate area of a ship, characterized in that the flat iron is spaced apart from the reinforcing material or the inner and outer walls provided in the plate area. In claim 1,
A member for preventing deformation of the plate area of a ship, characterized in that the flat iron is joined to the plate at at least three points. In claim 2,
A member for preventing deformation of the plate area of a ship, characterized in that it is joined to the plate at the center and both end points of the flat iron. In claim 1,
A member for preventing deformation of the plate area of a ship, characterized in that the flat iron is not a ship-grade material. As a method of joining flat iron to the plate area of a ship,
Both ends of the flat iron are joined so as to be spaced apart from the reinforcement provided in the plate area or the inner and outer walls,
A method of applying a member for preventing deformation of the plate area of a ship, characterized in that a snip structure is formed on some or all of both ends of the flat iron. In claim 5,
A method of applying a member for preventing deformation of the plate area of a ship, characterized in that the flat iron is joined to the plate at at least three points. In claim 6,
A method of applying a member for preventing deformation of the plate area of a ship, characterized in that it is joined to the plate at the center and both end points of the flat iron. In claim 5,
When applying the above deformation prevention member to the deck exposed to the outside of the ship,
A method of applying a deformation prevention member to a plate area of a ship, characterized in that the deformation prevention member is applied when the plate length is more than a certain length. In claim 5,
When applying the above deformation prevention member to the wall of a ship,
When the wall height exceeds a certain height depending on the ship, one or more deformation prevention members are disposed on all or part of 1/20 to 1/3 of the wall, for preventing deformation of the plate area of the ship. How to apply the member. In claim 9,
Depending on the ship, when the wall height exceeds a certain height, a member for preventing deformation of the plate area of the ship, characterized in that additional anti-deformation members are arranged at intervals greater than the ordinary girder depth below the upper deck. How to apply. In claim 9,
A method of applying a member for preventing deformation in the plate area of a ship, characterized in that an additional member for preventing deformation is disposed at an upper position of the mounting joint when mounted on the wall. In claim 5,
When applying the above deformation prevention member to the internal movement passage of the ship's accommodation,
A method of applying a deformation prevention member to the plate area of a ship, characterized in that the deformation prevention member is disposed at a position between web frames at the bottom of the deck.

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