KR890003114Y1 - A ship's structure - Google Patents
A ship's structure Download PDFInfo
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- KR890003114Y1 KR890003114Y1 KR2019840006994U KR840006994U KR890003114Y1 KR 890003114 Y1 KR890003114 Y1 KR 890003114Y1 KR 2019840006994 U KR2019840006994 U KR 2019840006994U KR 840006994 U KR840006994 U KR 840006994U KR 890003114 Y1 KR890003114 Y1 KR 890003114Y1
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- hull
- ship
- transverse
- box
- bulkheads
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/13—Hulls built to withstand hydrostatic pressure when fully submerged, e.g. submarine hulls
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/16—Shells
- B63B3/20—Shells of double type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/14—Hull parts
- B63B3/56—Bulkheads; Bulkhead reinforcements
Abstract
내용 없음.No content.
Description
제1도는 본 발명의 제1실시예에 따른 선체구조를 나타내는 횡단면도.1 is a cross-sectional view showing a hull structure according to the first embodiment of the present invention.
제2도는 제1도의 (Ⅱ)-(Ⅱ)선 단면도.2 is a cross-sectional view taken along the line (II)-(II) of FIG.
제3도는 제1도의 (III)-(III)선 단면도.3 is a cross-sectional view taken along line (III)-(III) of FIG.
제4도는 본 발명의 제2실시예에 따른 선체구조를 나타내는 횡단면도.4 is a cross-sectional view showing a hull structure according to a second embodiment of the present invention.
제5도는 제4도의 (V)-(V)선 단면도.5 is a cross-sectional view taken along the line (V)-(V) of FIG.
제6도는 제4도의 (VI)-(VI)선 단면도.6 is a sectional view taken along the line (VI)-(VI) of FIG.
제7도는 본 발명의 제3실시예에 따른 선체구조를 나타내는 횡단면도.7 is a cross-sectional view showing a hull structure according to a third embodiment of the present invention.
제8도는 제7도의 (VII)-(VII)선 단면도.8 is a cross-sectional view taken along the line (VII)-(VII) of FIG.
제9도는 제7도의 (IX)-(IX)선 단면도.9 is a cross-sectional view taken along line (IX)-(IX) of FIG.
제10도는 본 발명의 제4실시예에 따른 선체구조를 나타내는 횡단면도.10 is a cross-sectional view showing a hull structure according to a fourth embodiment of the present invention.
제11도는 제10도의 (XI)-(XI)선 단면도.11 is a sectional view taken along the line (XI)-(XI) of FIG. 10;
제12도는 제10도의 (XII)一(XII)선 단면도.12 is a cross-sectional view taken along the line (XII) 一 (XII) in FIG.
제13도는 본 발명의 제5실시예에 따른 선체구조를 나타내는 횡단면도.13 is a cross-sectional view showing a hull structure according to a fifth embodiment of the present invention.
제14도는 제13도의 (XIV)-(XIV)선 단면도.14 is a sectional view taken along the line (XIV)-(XIV) in FIG.
제15도는 제14도의 (XV)-(XV)선 단면도.15 is a cross-sectional view taken along line (XV)-(XV) in FIG.
제16도는 본 발명의 제6실시예에 따른 선체구조를 나타내는 종단면도.16 is a longitudinal sectional view showing a hull structure according to a sixth embodiment of the present invention.
제17도는 본 발명의 제7실시예에 따른 선체구조를 나타내는 횡단면도.17 is a cross-sectional view showing a hull structure according to the seventh embodiment of the present invention.
제18도는 제17도의 (XVIII)-(XVIII)선 단면도.18 is a cross-sectional view taken along line (XVIII)-(XVIII) of FIG.
제19도는 제17도의 (XIX)-XIX)선 단면도.FIG. 19 is a sectional view taken along the line (XIX) -XIX of FIG. 17. FIG.
제20도는 동선박을 나타내는 투시도.20 is a perspective view showing a copper vessel.
* 도면의 주요부분에 대한 부호의 설명* Explanation of symbols for main parts of the drawings
(1) : 선체내판 (2) : 선체외판(1): hull inner shell (2): hull shell
(3) : 세로연결부재 (4) : 가로격벽(3): Vertical connecting member (4): Horizontal bulkhead
(5) : 수직판 (6) : 언결부재(5): vertical plate (6): freezing member
(9) : 플레어링 박스(flaring box)(하부플레어링 박스)(9): flaring box (lower flaring box)
(10) : 상부플레어링 박스 (11)(11') : 플레어링(10): upper flaring box 11 (11 '): flaring
(11a') : 둥근 모서리부 (12)(12') : 파형판(11a '): rounded corners 12 (12'): corrugated plate
(12a') : 둥근 모서리부(12a '): round corner
본 고안은 선체구조, 특히 탱커나 그와 같은 화물선의 구조에 관한 것이다.The invention relates to the hull structure, in particular the structure of tankers or such cargo ships.
항해중 탱커에 있어서, 그 선체에는 여러가지 힘, 예를 들어 선체자체에는 세로방향 굽힘 모우멘트와 비틀림힘, 선저(船底) 외판 및 선측(船側) 외판에는 수압력, 선창저판 및 측벽(오일탱크)에는 화물중량에 의한 하중이 각각 작용한다.In tankers at sea, various forces are applied to the hull, eg longitudinal bending moments and torsional forces to the hull itself, hydraulic pressure on the bottom shell and side shells, the hydraulic bottom and side walls (oil tanks). In this case, the load by the weight of the cargo acts.
이러한 힘에 견디기 위해서는, 선체는 선박의 세로방향으로 뻗어있는 세로부재(예컨대, 선측세로부재, 선저세로부재, 중심 거어더(girder)등)와 선박의 가로방향으로 설치된 가로부재(예컨대, 선측세로부재, 선저세로부재등)를 보유한다.In order to withstand these forces, the hull is provided with longitudinal members extending in the longitudinal direction of the ship (e.g., side longitudinal members, bottom longitudinal members, center girders, etc.) and transverse members installed in the ship's transverse direction (e.g., side longitudinals). Member, bottom vertical member, etc.).
그러나, 그러한 구조에 있어서는, 세로부재와 가로부재가 교차 배열로 설치되므로 선체를 자동작업공정(예컨대, 자동용접)에 의하여 건조할때에 어려움을 겪게 된다.However, in such a structure, since the vertical member and the horizontal member are installed in an alternating arrangement, it is difficult to dry the hull by an automatic work process (for example, automatic welding).
자동작업공정을 달성하키 위해, 본 고안자는 가로격벽 이외에는 어떠한 가로부재도 없으며, 가로격벽을 제외하고는 가로격벽에 고정된 세로연결부재에 의해서만 연결되는 선체내판과 선체외판으르 구성되는 이중셀구조를 고안하였다.In order to achieve the automatic work process, the inventor has no horizontal member except the horizontal bulkhead, and except for the horizontal bulkhead, the present inventors have a double cell structure composed of a hull inner shell and a hull outer shell connected only by vertical connecting members fixed to the horizontal bulkhead. Devised.
그러나, 상기한 이중셀구조를 선체구조에 채용하는 경우에 여러가지 문제점이 있다.However, there are various problems when the above-mentioned double cell structure is employed in the hull structure.
종래의 선체구조중, 선저부에 상기한 이중셀구조를 채용하면, 선체외판에 가해진 외력은 선측외판 안쪽에 설치된 가로부재를 통하여 선저부에 전달되지만, 이 선저부에는 선폭방향의 가로부재가 없으므로 선저부의 내판 및 외판이 좌굴(座屈)(buckling)하여 버리고, 또 역으로 선측부에 상기한 이중셀구조를 채용하면 선저부에 가해지는 외력은 선저부의 가로부재를 통하여 선측부에 전달되지만, 이 선측부에는 상하방향의 가로부재가 없으므로, 선측부의 내판 및 외판이 좌굴되어 버린다. 따라서, 본 고안은 적어도 양쪽선측부 및 선저부를 세로부재만을 보유하는 이중셀구조로 하여, 선체에 작용하는 외력을 세로부재에 의해 선체의 적당한 장소에 배치된 가로격벽에 전달하여 선체내판, 외판에 좌굴이 발생하지 않는 선체구조를 제공하는 것을 목적으로 한다.In the conventional hull structure, when the above-mentioned double cell structure is adopted at the bottom part, the external force applied to the hull shell plate is transmitted to the bottom part through a horizontal member provided inside the side shell plate, but this bottom part has no horizontal member in the line width direction. If the inner and outer plates of the bottom part are buckled and the double cell structure described above is adopted on the side part, the external force applied to the bottom part is transmitted to the side part through the horizontal member of the bottom part, Since this side part does not have a horizontal member in the up-down direction, the inner and outer plates of the side part are buckled. Accordingly, the present invention has a double cell structure having at least both side and bottom portions of the ship having only a longitudinal member, and transmits an external force acting on the hull to a transverse bulkhead disposed at a suitable place of the hull by the longitudinal member to the inner hull and outer shell. It is an object to provide a hull structure in which buckling does not occur.
즉, 본 고안은 각각 이중셀구조를 보유하는 적어도 양쪽선측부와 선저부로 구성되머, 전기한 이중셀구조는 가로격벽을 제외하고는 선박의 세로방향으로 간격을 둔 가로격벽에 고정된 복수개의 세로연결부재에 의해서만 선체내판과 선체외판으로 구성되고, 전기한 각각의 가로격벽은 그 주변부가 적어도 이중셀구조로 되어 있다.That is, the present invention is composed of at least both side portions and the bottom portion each having a double cell structure, the above-described double cell structure is a plurality of longitudinal fixed to the horizontal partition spaced apart in the longitudinal direction of the ship except the horizontal bulkhead Each of the horizontal bulkheads described above has a double cell structure at its periphery.
상기한 선체구조에 있어서, 각각의 가로격벽은 적어도 그 주변부에 이중셀구조를 보유하므로써, 선체내판 및 외판에 작용하는 힘이 세로연결부재를 통해서 가로격벽에 전달되더라도 가로격벽은 비정상적인 굽힘 또는 좌굴없이 그 힘에 견딘다.In the above-described hull structure, each transverse bulkhead has a double cell structure at least at its periphery, so that the transverse bulkhead is free from abnormal bending or buckling even if the force acting on the inner hull and the outer shell is transmitted to the transverse bulkhead through the longitudinal connecting member. Withstand its power.
또한 이중셀구조는 단지 세로연결부재에 의해서만 연결되는 선체내판과 외판을 보유하므로 선박은 다음과 같은 잇점을 지니게 된다.In addition, since the double cell structure has an inner plate and an outer plate connected only by the vertical connecting member, the ship has the following advantages.
(1) 가로부재가 없으므로서 구성요소의 수가 감소되고, 세로연결부재와 가로부재사이의 교차부가 없으므로 선체를 자동작업공정(예컨대, 자동용접)으로서 매우 효과적으로 건조시킬 수가 있으며, 선체내판 및 외판에 의해서 한정된 공간부를 완전히 점검할 수 있다.(1) Since there is no horizontal member, the number of components is reduced, and since there is no intersection between the vertical connecting member and the horizontal member, the hull can be dried very effectively as an automatic work process (e.g., automatic welding). It is possible to completely check the limited space portion.
(2) 세로연결부재와 가로부재가 교차되지 않으므로, 그러한 교차부에서의 응력집중에 의한 균열을 막을 수 있다.(2) Since the vertical connecting member and the horizontal member do not intersect, cracks due to stress concentration at such intersections can be prevented.
(3) 선체내판 및 외판에 의해서 한정되고 단지 세로연결부재만으로 구분되는 공간부는 벨러스트탱크(ballasttank)로 사용할 수 있으며, 더구나 선박의 가로부재에 의해서 세로방향으로 구분되지 않으므로 밸러스트 탱크는 쉽고도 완전하게 배출된다.(3) The space part, which is limited by the inner hull and outer shell and is separated only by the longitudinal connecting members, can be used as a ballasttank. Moreover, the ballast tank is easy and complete because it is not divided vertically by the horizontal members of the ship. Is discharged.
(4) 가연성액체와 개스가 선체내판의 손상에 의해 선체내판 및 외판상이의 공간부로 유입되어도 그 액체 혹은 개스는 선체의 공간부를 세로방향으로 구분하는 가로부재가 없기 때문에 쉽게 공간부로부터 유출되므로 폭발의 위험을 없애준다.(4) Even if flammable liquids and gases enter the space between the hull and the outer shell due to damage to the hull, the liquid or gas is easily expelled from the space because there is no horizontal member that divides the hull space vertically. Eliminate the risk of
(5) 가로부재가 없으므로 선체구조의 응력해석이 용이하며 선체중량을 경감시키기 위힌 부품을 합리적으로 배치할 수 있다.(5) Since there is no horizontal member, stress analysis of hull structure is easy, and parts to reduce hull weight can be reasonably arranged.
(6) 이중셀구조는 다른 선박과의 충돌 또는 좌초시에 화물유(cargo oil)의 유출을 저지한다.(6) The double cell structure prevents the spillage of cargo oil in the event of collision or stranding with other ships.
(7) 선창의 내부에 보강재와 같은 돌출부가 없기 때문에 선창의 내벽을 도장하거나, 세척 또는 스트립핑(stripping) 작업을 용이하게 행할 수 있으며, 도장면적도 적게 된다.(7) Since there is no protrusion such as a reinforcement in the inside of the dock, it is possible to easily paint, wash or strip the inner wall of the dock, and to reduce the paint area.
이하, 본 고안의 실시예를 첨부 도면에 의거하여 상세하게 설명한다. 본 고안의 제1실시예를 나타내는 제1도내지 제3도에 있어서, 선체구조는 각각 이중셀구조를 보유하는 갑판부, 선저부 및 양쪽선측부로 구성되고, 그 선체구조는 세로연결부재(3)로만 연결되는 선체내판(1) 및 선체외판(2)으로 구성되며, 또 선체내판 및 외판(1)(2)은 선박의 세로방향으로 간격을 둔(단지 하나만 도면표시) 가로격벽(4)에 의해서 상호 연결된다.Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. 1 to 3 showing the first embodiment of the present invention, the hull structure is composed of a deck portion, a bottom portion and both side portions each having a double cell structure, the hull structure is a vertical connecting member (3) Horizontal hull (4) consisting of a hull inner shell (1) and a hull shell (2) connected only by) and a hull inner shell and outer shell (1) (2) spaced longitudinally (only one drawing) of the ship. Interconnected by
각각의 가로격벽(4)은 선박의 높이 방향으로 뻗어있는 연결부재(6)에 의해서만 연결되는 2개의 수직판(5)으로 구성되는 이중셀구조를 보유한다.Each transverse bulkhead 4 has a double cell structure consisting of two vertical plates 5 connected only by a connecting member 6 extending in the height direction of the ship.
경량화구멍(7)(8)은 세로연결부재(3)와 연결부재(6)내에 각각 형성된다.The lightening holes 7 and 8 are formed in the vertical connecting member 3 and the connecting member 6, respectively.
제2실시예를 나타내는 제4도 내지 제6도에 있어서, 각각의 가로격벽(4)은 선박의 높이방향으로 뻗어있는 연결부재(6)에 의해서 연결되는 2개의 수직판(5)과, 수직판(5)의 하단에 부착된 플레어링박스(9)(flaring box)로서 구성된다. (플레어링박스(9)는 이중셀구조로 볼 수 있다).4 to 6 showing the second embodiment, each of the transverse bulkheads 4 has two vertical plates 5 connected by connecting members 6 extending in the height direction of the ship. It is comprised as a flaring box 9 (flaring box) attached to the lower end of the direct plate 5. (The flaring box 9 can be seen as a double cell structure).
플레어링박스(9)는 그 형상때문에 가로격벽(4)의 하부에 강도를 증가시킨다.The flaring box 9 increases the strength at the bottom of the transverse bulkhead 4 because of its shape.
또한 가로격벽(4)은 플레어링박스(9) 부분에서 두께가 증가되므로 2개의 인접한 가로격벽(4) 사이에 삽입된 선저부의 연결부재(3)의 길이는 증가된 두께만큼 짧다.In addition, since the horizontal bulkhead 4 is increased in thickness of the flaring box 9, the length of the connection member 3 of the bottom portion inserted between two adjacent horizontal bulkheads 4 is as short as the increased thickness.
이는 선체에 강도를 증가시키는 잇점으로 된다.This is an advantage of increasing strength in the hull.
제7도 내지 제9도의 제3실시예에 있어서, 각각의 가로격벽(4)은 선박의 높이방향으로 뻗어있는 연결부재(6)에 의해서 연결되는 2개의 수직판(5)과, 이 수직판(5)의 상단과 하단에 각각 부착된 상부플레어링박스(1)와 하부플레어링박스(9)로 구성된다. 상부플레어링박스(9)는 강도를 증가시켜 하부플레어링박스(9)와 같은 효과를 줄 뿐만 아니라, 뒤에 설명하는 잇점을 가지고 있다. 제10도 내지 제12도의 제4실시예에 있어서, 각각의 가로격벽(4)은 선박의 높이방향으로 뻗어있는 연결부재(6)에 의해서 연결됨과 아울러 가로격벽의 중앙에 위치된 2개의 수직판(5)과, 직사각형 링의 형태로서 이 수직판을 둘러싸는 플레어링박스(11)로 구성된다. 이 실시예는 가로격벽(4)이 전체 주변부에서 플레어링박스(11)에 의하여 강화된다는 점에 있이서 상기한 제1-3실시예보다 더 많은 잇점을 지니고 있다In the third embodiment of FIGS. 7 to 9, each of the transverse bulkheads 4 has two vertical plates 5 connected by connecting members 6 extending in the height direction of the ship, and the vertical plates. (5) consists of an upper flaring box (1) and a lower flaring box (9) attached to the upper and lower ends, respectively. The upper flaring box 9 increases the strength to give the same effect as the lower flaring box 9, but also has the advantages described later. In the fourth embodiment of FIGS. 10 to 12, each of the transverse bulkheads 4 is connected by a connecting member 6 extending in the height direction of the ship and two vertical plates located at the center of the transverse bulkhead. (5) and a flaring box 11 surrounding the vertical plate in the form of a rectangular ring. This embodiment has many advantages over the above 1-3 embodiments in that the transverse bulkhead 4 is reinforced by the flaring box 11 at its entire periphery.
상기한 제1-4실시예에 의해, 각 갑판부, 선저부 및 양쪽선측부는 이중셀구조로 되어 있지만 갑판부는 반드시 이중셀구조일 필요는 없다.According to the first to fourth embodiments described above, each deck portion, bottom portion and both side portions have a double cell structure, but the deck portion need not necessarily be a double cell structure.
플레어링박스(11)가 설치되면, 플레어링박스(11)의 내부 공간부는 작업자를 위한 통로로 사용되거나 혹은 펌프의 설치등에 사용될 수 있다.If the flaring box 11 is installed, the inner space of the flaring box 11 may be used as a passage for the operator or may be used for the installation of the pump.
제13도 내지 제15도예 표시된 제5실시예에 따르면, 선저부와 양쪽선측부만이 이중셀구조로 되어 있다.According to the fifth embodiment shown in FIGS. 13 to 15, only the bottom portion and both side portions have a double cell structure.
각각의 가로격벽(4)은 중앙의 수직파형판(12)과 직사각형 링의 형태로서 수직파형판(12)을 둘러싸는 플레어링박스(11)로 구성된다. 또한 도면에 있어서, 부호(13)은 선체외판(2)의 내면에 부착된 갑판보강용 세로부재이며, 부호(14)는 2개의 인접된 가로격벽(4) 사이에 한정되어 형성된 선창이고, 부호(15)는 상부공간부에는 채워지지않은채 선창(4)내에 실린 오일 또는 그와 유사한 액체이다.Each of the horizontal bulkheads 4 is composed of a flaring box 11 which surrounds the vertical wave plate 12 in the form of a rectangular vertical wave plate 12 and a rectangular ring in the center. In the figure, reference numeral 13 denotes a vertical reinforcing vertical member attached to the inner surface of the hull shell plate 2, and reference numeral 14 denotes a dock formed by being defined between two adjacent transverse bulkheads 4. 15 is an oil or similar liquid loaded in the dock 4 without being filled in the upper space.
선박은 항해시에 피칭(pitching)과 로울링(rolling)하게 되어, 제15도에 표시된 바와같이 선창(14)내의 액체(15)가 출렁거려 플레어링박스(11)의 상부를 때리게 된다.The vessel is pitched and rolled during navigation, such that the liquid 15 in the dock 14 slumps and strikes the top of the flaring box 11 as indicated in FIG.
그러한 경우에, 액체(15)는 그러한 운동이 억제되지 않고, 플레어링박스(11) 상부의 경사면을 따라 이동한다.In such a case, the liquid 15 is not inhibited in such movement, and moves along the inclined surface on the upper side of the flaring box 11.
결과적으르 선창(14)의 상부 모서리부는 큰 힘을 받지 않게 되며 응력집중에 의한 균열을 막을 수가 있다.As a result, the upper edge portion of the dock 14 is not subjected to a large force and can prevent cracks due to stress concentration.
제7도 내지 제9도와 제10도 내지 제12도의 실시예도 동일한 잇점을 가지고 있다.The embodiments of FIGS. 7 to 9 and 10 to 12 have the same advantages.
제16도는 선박의 다른 부분들처럼 선박의 갑판부가 선체내판 및 외판(1)(2)으로 형성되는 이중셀구조를 보유하고 있는 것을 제외하고는 제13도 내지 제15도에 표시하는 바와 같은 구조를 보유하고 있는 또 다른 실시예를 나타낸다.FIG. 16 is a structure as shown in FIGS. 13 to 15 except that the deck portion of the ship, like other parts of the ship, has a double cell structure formed by the hull inner and outer shells 1 and 2; Another embodiment is shown.
제17도 내지 제20도의 또 다른 실시예에 있어서, 각각의 가로격벽(4)은 일반적으로 4개의 둥근 모서리부(12a)를 보유하는 직사각형의 중앙파형판(12')과 일반적으로 직사각형 링의 형태로서 모서리부(12a)의 형태와 일치되는 4개의 둥근 모서리부(11a')를 보유하는 플레어링박스(11')로 구성된다.In yet another embodiment of FIGS. 17-20, each transverse bulkhead 4 is generally formed of a rectangular center wave plate 12 ′ having four rounded corner portions 12a and a generally rectangular ring. It is composed of a flaring box (11 ') having four rounded corners (11a') that match the shape of the edge portion (12a) as a form.
플레어링박스(11')의 4개의 둥근 모서리부(11a')는 가로격벽 (4)에 전달된 힘이 가로격벽(4)의 4모서리부에 집중되는 것을 막을 수 있기 때문에 여전히 가로격벽(4)에 강도를 증가시킨다.The four rounded corners 11a 'of the flaring box 11' are still able to prevent the force transmitted to the transverse bulkhead 4 from concentrating on the four corners of the transverse bulkhead 4 and thus the transverse bulkhead 4 Increase strength).
Claims (7)
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11450983U JPS6022496U (en) | 1983-07-22 | 1983-07-22 | hull structure |
| JP58-114509 | 1983-07-22 | ||
| JP58-114507 | 1983-07-22 | ||
| JP1983114506U JPS6022493U (en) | 1983-07-22 | 1983-07-22 | hull structure |
| JP58-114506 | 1983-07-22 | ||
| JP11450783U JPS6022494U (en) | 1983-07-22 | 1983-07-22 | hull structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR850009563U KR850009563U (en) | 1985-12-05 |
| KR890003114Y1 true KR890003114Y1 (en) | 1989-05-15 |
Family
ID=27312743
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR2019840006994U KR890003114Y1 (en) | 1983-07-22 | 1984-07-20 | A ship's structure |
Country Status (14)
| Country | Link |
|---|---|
| KR (1) | KR890003114Y1 (en) |
| BR (1) | BR8403646A (en) |
| DE (1) | DE3425729A1 (en) |
| DK (1) | DK161065C (en) |
| ES (1) | ES8507401A1 (en) |
| FI (1) | FI79269C (en) |
| FR (1) | FR2549440B1 (en) |
| GB (1) | GB2143783B (en) |
| GR (1) | GR81521B (en) |
| IT (1) | IT1177917B (en) |
| NL (1) | NL8402294A (en) |
| NO (1) | NO166074C (en) |
| SE (1) | SE8403807L (en) |
| SG (1) | SG62487G (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE3741407A1 (en) * | 1987-12-07 | 1989-06-29 | Bremer Vulkan Schiffbau | NAVY AID SHIP |
| US5090351A (en) * | 1991-04-01 | 1992-02-25 | Metro Machine Corporation | Vessel hull construction and method |
| US5086723A (en) * | 1991-06-12 | 1992-02-11 | Metro Machine Corporation | Double-hulled vessel construction having vertical double-walled longitudinal bulkhead |
| US5293830A (en) * | 1993-03-18 | 1994-03-15 | Metro Machinc Corp. | Double-walled vessel hull construction utilizing t-shaped subcomponents |
| NO983204L (en) | 1998-04-16 | 1999-10-18 | Allied Applied Marine Technolo | Bulk carrier |
| US7469651B2 (en) | 2004-07-02 | 2008-12-30 | Exxonmobil Upstream Research Company | Lng sloshing impact reduction system |
| CN102218631A (en) * | 2011-06-02 | 2011-10-19 | 扬帆集团股份有限公司 | Method for assembling ship slot-shaped bulkhead |
| CN105109619A (en) * | 2015-09-28 | 2015-12-02 | 上海船舶研究设计院 | Cargo compartment support structure for ultra-large ore carrier |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB191210867A (en) * | 1912-05-07 | 1913-03-06 | Thomas Ridley Oswald | Improvements relating to the Structure of Steam Ships and other Vessels. |
| US2218689A (en) * | 1938-07-07 | 1940-10-22 | Stewart John William | Construction of vessels |
| GB534315A (en) * | 1940-01-24 | 1941-03-04 | William Isherwood | Improvements in or relating to ship construction |
| FR1164650A (en) * | 1956-12-11 | 1958-10-13 | Cargo ship building system and others | |
| GB830598A (en) * | 1957-06-29 | 1960-03-16 | Vincent Albiach | Improvements in hull constructions for ships especially ships for the transport of goods in bulk |
| FR1178056A (en) * | 1957-06-29 | 1959-05-04 | Improvements to the construction of ship hulls, particularly intended for the transport of bulk goods | |
| GB885298A (en) * | 1958-02-28 | 1961-12-20 | Jose Maria Marco Fayren | Improvements in or relating to tanker vessels |
| GB1110419A (en) * | 1964-07-23 | 1968-04-18 | Bridgestone Liquefied Petroleu | Ship for carrying low temperature liquefied gases |
| GB1191770A (en) * | 1967-12-14 | 1970-05-13 | Exxon Research Engineering Co | Cryogenic Cargo Tanker |
| GB1378492A (en) * | 1970-12-04 | 1974-12-27 | Turner F H | Buoyant vessels |
| GB1368873A (en) * | 1972-05-18 | 1974-10-02 | Esercizio Cantieri Di Mario Je | Hull |
| ES452472A1 (en) * | 1976-10-16 | 1977-11-01 | Dba Parga | Vessel with a doublebottom |
| US4559888A (en) * | 1981-06-16 | 1985-12-24 | Hitachi Shipbuilding & Engineering Co., Ltd. | Ship for transporting coal slurry |
-
1984
- 1984-06-29 GB GB08416562A patent/GB2143783B/en not_active Expired
- 1984-07-09 FR FR848410894A patent/FR2549440B1/en not_active Expired - Fee Related
- 1984-07-10 GR GR75262A patent/GR81521B/el unknown
- 1984-07-10 FI FI842757A patent/FI79269C/en not_active IP Right Cessation
- 1984-07-12 DE DE19843425729 patent/DE3425729A1/en active Granted
- 1984-07-18 DK DK351784A patent/DK161065C/en not_active IP Right Cessation
- 1984-07-19 NL NL8402294A patent/NL8402294A/en not_active Application Discontinuation
- 1984-07-19 NO NO84842949A patent/NO166074C/en unknown
- 1984-07-20 IT IT8448608A patent/IT1177917B/en active
- 1984-07-20 KR KR2019840006994U patent/KR890003114Y1/en not_active IP Right Cessation
- 1984-07-20 ES ES84534527A patent/ES8507401A1/en not_active Expired
- 1984-07-20 SE SE8403807A patent/SE8403807L/en unknown
- 1984-07-20 BR BR8403646A patent/BR8403646A/en not_active IP Right Cessation
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1987
- 1987-08-03 SG SG624/87A patent/SG62487G/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DK161065B (en) | 1991-05-27 |
| SG62487G (en) | 1987-10-23 |
| DE3425729A1 (en) | 1985-01-31 |
| FI842757A (en) | 1985-01-23 |
| FR2549440A1 (en) | 1985-01-25 |
| NO842949L (en) | 1985-01-23 |
| NO166074C (en) | 1991-05-29 |
| ES534527A0 (en) | 1985-09-01 |
| SE8403807D0 (en) | 1984-07-20 |
| FR2549440B1 (en) | 1991-05-31 |
| IT1177917B (en) | 1987-08-26 |
| KR850009563U (en) | 1985-12-05 |
| DE3425729C2 (en) | 1987-10-15 |
| GB2143783A (en) | 1985-02-20 |
| ES8507401A1 (en) | 1985-09-01 |
| FI79269C (en) | 1989-12-11 |
| NO166074B (en) | 1991-02-18 |
| SE8403807L (en) | 1985-01-23 |
| DK351784A (en) | 1985-01-23 |
| GB2143783B (en) | 1987-04-29 |
| IT8448608A0 (en) | 1984-07-20 |
| GB8416562D0 (en) | 1984-08-01 |
| FI842757A0 (en) | 1984-07-10 |
| GR81521B (en) | 1984-12-11 |
| BR8403646A (en) | 1985-07-02 |
| NL8402294A (en) | 1985-02-18 |
| DK351784D0 (en) | 1984-07-18 |
| FI79269B (en) | 1989-08-31 |
| DK161065C (en) | 1997-04-01 |
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