RU2288130C1 - Sea-going vessel hull - Google Patents

Abstract

FIELD: shipbuilding; steel sea-going vessel hulls including structural members made from aluminum alloys.

SUBSTANCE: steel upper deck is provided with aluminum parallel middle body built-up flush with it; its length exceeds half length of vessel; corners of this parallel middle body are rounded-off in plan; parallel middle body is connected with steel deck over its perimeter by means of bimetallic strip welded to deck and to parallel middle body at angle close to normal.

EFFECT: reduced mass of hull; reduced labor consumption.

4 dwg

Description

The invention relates to shipbuilding and relates to the hulls of marine steel vessels, including structures made of aluminum alloys.

Known hulls with aluminum structures connected to steel on bimetallic strips and strips that can do without riveting (AS 682411, USSR, 04.04.1978). However, such designs are used mainly to connect the superstructure with the hull.

Also known are the hulls of ships with an upper deck having local cutouts with reinforcements that prevent cracks in the corners of the cuts during general bending of the hull in waves (Barabanov N.V. Design of the hull of marine vessels. L .: Sudostroenie, 1981, p. 420-426 , Fig. 220, 221, 223 - prototype).

Such a technical solution, however, increases the mass of the housing in its upper part and complicates the design.

The purpose of the invention is to reduce the weight of the hull, reducing the complexity of its manufacture.

This goal is achieved by the fact that the steel upper deck is made flush with a built-in aluminum insert with a length of more than half the length of the vessel, a width of 0.3-0.7 of the width of the deck, while the insert has rounded corners in plan and is connected to the steel deck along its perimeter on a bimetallic strip welded to the deck and to the insert at an angle close to normal, moreover, the ribs of the longitudinal set adjoin the transverse part of this strip, the bimetallic strips of the transverse deck set together with the mortgage brackets connected to the carlings of the steel part of the deck, and the local cutouts of the upper deck are made in an aluminum insert.

The essence of the proposed housing design is illustrated by drawings:

figure 1 shows a plan of the upper deck,

figure 2, 3 and 4, respectively, section aa, bb and bb in an enlarged scale.

The hull of the vessel contains the upper deck 1 with a transverse set 2 and a longitudinal set 3, which has a flush aluminum insert 4 with a bimetallic strip 5 and with rounded corners 6 in the plan. In the insert 4, the necessary local cuts are made 7. To the bimetallic strip 5 are adjoined on both sides of the stiffening ribs of the longitudinal set 3 and the bimetallic trims 8 of the transverse set 2 together with the embedded braces 9 connected to the carlings of the longitudinal set 3.

On excitement, in the event that the superstructure is disconnected from participation in the general bend of the ship’s hull, the highest normal stresses, as a rule, arise in the upper deck 1 in the region of the midship frame. Moreover, according to the classical formula of the theory of elasticity, normal stresses are equal

σ = Eε,

where E is the modulus of elasticity of the material,

ε is the relative linear strain.

Since the linear deformation during bending of the hull in the adjacent sections of the insert and the steel deck is the same (from the condition that there is no rupture), the normal stresses will be directly proportional to the elastic modulus, i.e., the insert is three times less than in the steel deck. Thus, it is sufficient to arrange all the main cutouts 7 of deck 1 in box 4 so that reinforcements of the cutouts are no longer needed.

The length of the aluminum insert is determined so that its rounding falls at the tip of the vessel, where the level of normal stresses is significantly reduced. The width of the insert 0.3-0.7 of the width of the upper deck is due to the following: the lower limit of the width is dictated by the need to layout the main cutouts in the insert, and the upper by the presence of a steel deck stringer, which is responsible for the overall strength of the hull. Insert 4 is the most technologically advanced of extruded aluminum panels with longitudinal stiffeners. At the same time, insert beams are made hinged to simplify the design. The installation of embedded brackets 9 helps ensure the continuity of the transverse set 2 and fix the insert 4 at the required height. Sections A-A, B-B, and B-C show the design of insert 4 without aluminum carlings, but they can be applied with an increase in the width of the insert (within the specified range). In this case, the connection of steel and aluminum carlings is ensured similarly to section AA (only the insert carlings will not be hinged), and additional embedded brackets connect the bimetallic carlings strip with the steel frame beam of deck 1.

The proposed design provides the use of aluminum structures in the upper deck of the steel hull and the absence of reinforcements of cutouts in the upper deck, which leads to a decrease in the mass of the hull and the complexity of its manufacture.

Claims (1)

A hull of a marine vessel containing an upper deck with local cutouts and a set, characterized in that the steel upper deck is made flush with a built-in aluminum insert with a length of more than half the length of the ship, a width of 0.3-0.7 of the width of the deck, with the insert in the plan has rounded corners and along its perimeter is connected to a steel deck on a bimetallic strip welded to the deck and to the insert at an angle close to the normal, and the ribs of the longitudinal set adjoin the transverse part of this strip, to the longitudinal part - bimetallic strips of the deck transverse set together with embedded brackets connected to the carlings of the steel part of the deck, and the local cutouts of the upper deck are made in an aluminum insert.

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