WO2019019354A1 - 一种船舶底部结构及其疲劳寿命计算方法 - Google Patents

一种船舶底部结构及其疲劳寿命计算方法 Download PDF

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Publication number
WO2019019354A1
WO2019019354A1 PCT/CN2017/104148 CN2017104148W WO2019019354A1 WO 2019019354 A1 WO2019019354 A1 WO 2019019354A1 CN 2017104148 W CN2017104148 W CN 2017104148W WO 2019019354 A1 WO2019019354 A1 WO 2019019354A1
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Prior art keywords
rib
ship
longitudinal bone
bottom structure
hole
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PCT/CN2017/104148
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English (en)
French (fr)
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薛林
周静
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广船国际有限公司
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Publication of WO2019019354A1 publication Critical patent/WO2019019354A1/zh

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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
    • B63B3/44—Bilge keels
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/06—Power analysis or power optimisation

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  • the invention relates to the field of ships, in particular to a ship bottom structure and a fatigue life calculation method thereof.
  • a double-layer heavy-duty ship such as an 82,000-ton bulk ship, as shown in Figures 1 and 2, the inner bottom longitudinals 101 and the outsole longitudinals 102 of the bottom structure of the ship are connected by stiffeners 105, the stiffeners 105
  • One side is provided with a rib 103, and both ends of the rib 103 in the height direction (H direction shown in FIG. 1) are respectively connected to the inner bottom longitudinal bone 101 and the outer bottom vertical bone 102, and the rib plate 103 is away from the reinforcing ribs.
  • the two ends of the height direction of the 105 side (the H direction shown in FIG.
  • a crack-reducing hole 106 is defined in the joint of the plate 104 and adjacent to the inner bottom longitudinal bone 101 or the outer sole longitudinal bone 102.
  • the crack-reducing hole 106 is a regular half-shaped strip hole whose opening direction faces the inner bottom longitudinal bone disposed adjacent thereto. 101 or outsole longitudinals 102. Since the number of the brackets 103 is large and the size is small, the welding workload is large, time-consuming and laborious, which is not conducive to the pipeline operation and reduces the work efficiency.
  • the block portion of Figure 1 shows the junction of the stiffener 105 with the outsole longitudinal bone 102 and the connection of the stiffener 105 to the insole longitudinal bone 101.
  • the fatigue life of the bottom structure of the ship needs to be calculated.
  • the fatigue life calculation is performed at the joint between the rib 105 and the outsole longitudinal bone 102 and the joint between the rib 105 and the insole longitudinal bone 101 to judge the bottom of the designed ship. Whether the fatigue life of the structure meets the requirements, specifically by calculating the nominal stress multiplied by the stress concentration factor specified by the specification, the stress required to calculate the fatigue life is obtained, and the fatigue life is calculated.
  • the fatigue life of the joint between the rib 105 and the outsole longitudinal bone 102 and the joint between the rib 105 and the insole longitudinal bone 101 is calculated by using the nominal stress, and often leads to The calculation structure is conservative, which makes the fatigue life margin too large, which in turn leads to an increase in the weight of the ship structure and wastes raw materials.
  • a ship bottom structure comprising an inner sole longitudinal bone, an outsole longitudinal bone disposed parallel to the inner sole longitudinal bone, a reinforcing rib connecting the inner sole longitudinal bone and the outsole longitudinal bone, and connected to the A rib on one side of the rib, the two ends of the rib in the height direction are respectively connected to the inner bottom longitudinal bone and the outer bottom longitudinal bone, and the rib is a flat plate.
  • the reinforcing rib is provided with a crack stopping hole at a connecting position of one side of the rib and the outsole longitudinal bone.
  • the arresting hole is formed by a rectangular hole and a semi-circular hole, and the rectangular hole is disposed near the rib plate, and the semi-circular hole is located at a side of the rectangular hole away from the rib, the rectangular hole and The semicircular hole is in a communicating state, and the semicircular hole is recessed from a side of the rectangular hole away from the side of the rib toward a side of the reinforcing rib away from the rib, and the diameter of the semicircular hole is smaller than The length of the rectangular aperture is away from one side of the rib.
  • the reinforcing rib is provided with a through-welding hole at a connecting position of one side of the rib and the inner bottom longitudinal bone.
  • the ribs are connected to the reinforcing ribs, the inner bottom longitudinals and the outsole longitudinal bones by welding.
  • the present invention also provides a fatigue life calculation method for a ship bottom structure, which uses a finite element analysis method to calculate a stress range of a preset position on a ship bottom structure, and calculates the bottom of the ship according to the stress range.
  • the fatigue life of the structure uses a finite element analysis method to calculate a stress range of a preset position on a ship bottom structure, and calculates the bottom of the ship according to the stress range.
  • the finite element analysis method is used to calculate the stress range of the preset position on the bottom structure of the ship, including the following steps:
  • Steps determining a preset position
  • Steps performing finite element modeling on the preset position
  • Steps Calculating a stress range of the preset position.
  • the preset position refers to a connection position of a side of the reinforcing rib provided with the rib and the outer bottom longitudinal bone and the inner bottom longitudinal bone.
  • the finite element mesh is a rectangle.
  • the invention has the beneficial effects that the rib plate of the invention is a flat plate, and the rib plate of the invention does not need to be provided with a bracket plate compared with the rib plate structure of the prior art, and the rib plate of the invention can satisfy the ship
  • the bottom structure has the rigidity requirements for the inner bottom longitudinals and the outsole longitudinal bones, which reduces the structural weight, simplifies the structure, greatly reduces the welding workload, improves the construction efficiency, and reduces the weight of the ship by eliminating the need for the brackets. It also saves the production cost of the bottom structure of the ship.
  • FIG. 1 is a partial structural schematic view of a bottom structure of a ship in the prior art
  • Figure 2 is a partial enlarged view of the portion I in Figure 1;
  • FIG. 3 is a partial structural schematic view showing a bottom structure of a ship according to Embodiment 1 of the present invention.
  • Figure 4 is a partial enlarged view of the portion II of Figure 3;
  • Figure 5 is a partial enlarged view of the portion III in Figure 3;
  • FIG. 6 is a flow chart of a method for calculating a fatigue life of a ship bottom structure according to a first embodiment of the present invention.
  • insole longitudinal bone 101, insole longitudinal bone; 102, outsole longitudinal bone; 103, ribs; 104, brackets; 105, stiffeners; 106, crack holes.
  • the bottom structure of the ship includes an inner bottom longitudinal bone 1, an outsole longitudinal bone 2 disposed parallel to the inner bottom longitudinal bone 1, and an inner bottom longitudinal bone 1 and an outer bottom longitudinal bone 2 a reinforcing rib 3, and a rib 4 connected to one side of the reinforcing rib 3, the two ends of the rib 4 in the height direction (the direction shown by H in Fig. 3) are respectively connected to the inner bottom longitudinal bone 1 and the outer sole vertical
  • the bone 2, the rib 4 is a flat plate.
  • the rib 4 of the embodiment does not need to be provided with a bracket, and the rib 4 of the embodiment can satisfy the bottom structure of the ship and the longitudinal bone 1 and the outsole.
  • the rigidity requirement of 2 reduces the structural weight, simplifies the structure, greatly reduces the welding workload, improves the construction efficiency, and reduces the weight of the ship and the production cost of the bottom structure of the ship because there is no need to set the brackets.
  • the reinforcing rib 3 is provided with a crack stopping hole 5 at a connecting position of one side of the rib 4 and the outer bottom longitudinal bone 2.
  • the crack-reducing hole 5 is composed of a rectangular hole and a semi-circular hole, and the rectangular hole is disposed near the rib 4, and the semi-circular hole is located at a side of the rectangular hole away from the rib 4, the rectangular hole and the semi-circular hole In a communicating state, the semicircular hole is recessed from a side of the rectangular hole away from the side of the rib toward the side of the reinforcing rib away from the rib, and the diameter of the semicircular hole is smaller than the rectangular hole Far from the length of one side of the rib.
  • the reinforcing rib 3 is provided with a through-welding hole 6 at a connecting position of one side of the rib 4 and the inner bottom longitudinal bone 1.
  • the rib 4 is connected to the rib 3, the inner bottom longitudinal bone 1 and the outer sole longitudinal bone 2 by welding.
  • the embodiment further provides a method for calculating the fatigue life of the above-mentioned ship bottom structure, as shown in FIG. 6, which specifically includes the following steps:
  • Step 1 Calculate the stress range of the preset position by using the finite element analysis method.
  • the finite element analysis method is used to calculate the stress range of the preset position on the bottom structure of the ship, including the following steps:
  • the preset position in the present embodiment refers to the connection of the side of the reinforcing rib 3 provided with the rib 4 and the inner bottom longitudinal bone 1 and the outer bottom longitudinal bone 2. position. Referring specifically to Figures 4 and 5, the portion shown by the block in the figure is the preset position shown in the embodiment.
  • the reinforcing rib 3 can be regarded as a flat plate, wherein the shape of the finite element mesh can be a rectangular mesh or a triangular mesh. After experimental verification, the calculation structure of the rectangular mesh is more accurate.
  • the size of the mesh is the thickness of the rib 3, for example, if the thickness of the rib 3 is 15 mm, the size of the mesh is 15 mm ⁇ 15 mm.
  • the stress range of the preset position can be obtained by software calculation.
  • Step 2 Calculate the fatigue life of the bottom structure of the ship according to the stress range.
  • the stress range calculated in step 1 the corresponding functional relationship diagram of reference stress and fatigue life, the range of corresponding fatigue life can be obtained.
  • the fatigue life obtained by the method of calculating the fatigue life by the nominal stress is compared with the fatigue description obtained by the method of calculating the fatigue life by the finite element analysis described in the present application, and it can be concluded that the calculation described in the present application is adopted.
  • the fatigue life method results in a more accurate fatigue life, which greatly reduces the fatigue life margin. Therefore, when designing a ship using the fatigue life method calculated by the method of calculating the fatigue life described in the present application, the weight of the ship can be reduced. Save materials, increase work efficiency and reduce production costs.
  • the difference between this embodiment and the first embodiment is that the ribs 4 are provided along the longitudinal direction of the inner bottom longitudinals 101, and the distance between adjacent ribs 4 is equal. By increasing the number of ribs 4, the rigidity of the insole longitudinals 1 and the outsole longitudinals 2 is increased to extend the life of the vessel.

Abstract

一种船舶底部结构及其疲劳寿命计算方法，涉及船舶领域。该船舶底部结构包括内底纵骨(1)、与内底纵骨(1)平行设置的外底纵骨(2)、连接内底纵骨(1)和外底纵骨(2)的加强筋(3)，以及连接于加强筋(3)的一侧的肋板(4)，肋板(4)高度方向的两端分别连接于内底纵骨(1)和外底纵骨(2)，肋板为(4)一块平板。相比于现有技术中的肋板结构，该肋板(4)无需设置肘板即能满足船舶底部结构对内底纵骨(1)和外底纵骨(2)的刚度要求，减轻了结构重量，简化了结构形式，大大的减少了焊接工作量，提高了施工效率，同时由于无需设置肘板，降低了船舶重量，也节省了船舶底部结构的生产成本。

Description

一种船舶底部结构及其疲劳寿命计算方法 技术领域
本发明涉及船舶领域，尤其涉及一种船舶底部结构及其疲劳寿命计算方法。
背景技术
双层重载船舶，如8.2万吨散货船舶，如图1和图2所示，船舶底部结构的内底纵骨101和外底纵骨102通过加强筋105连接，所述加强筋105的一侧设有肋板103，所述肋板103高度方向(图1中所示H方向)的两端分别与内底纵骨101和外底纵骨102连接，所述肋板103远离加强筋105一侧的高度方向(图1中所示H方向)的两端分别连接有肘板104，相应端的肘板104分别连接于内底纵骨101和外底纵骨102，加强筋105与肘板104的连接处且邻近内底纵骨101或外底纵骨102开设有止裂孔106，所述止裂孔106为规则的半个条形孔，其开口方向朝向邻近其设置的内底纵骨101或外底纵骨102。由于肘板103的数量较多，且尺寸较小，因而焊接工作量较大，费时费力，不利于流水线作业，降低作业效率。
如图1和图2所示，附图1中的方框部位表示的是加强筋105与外底纵骨102连接处以及加强筋105与内底纵骨101连接处。在船舶设计阶段，需要计算船舶底部结构的疲劳寿命，一般以加强筋105与外底纵骨102连接处以及加强筋105与内底纵骨101连接处进行疲劳寿命计算，以判断设计的船舶底部结构的疲劳寿命是否满足要求，具体是通过计算名义应力乘以规范规定的应力集中系数，得出计算疲劳寿命所需的应力，进而计算得出疲劳寿命。
采用上述方法计算疲劳寿命时，由于采用名义应力计算加强筋105与外底纵骨102连接处以及加强筋105与内底纵骨101连接处的疲劳寿命，往往会导 致计算结构偏保守，使得疲劳寿命裕度过大，继而导致船舶结构重量增加，浪费原材料。
发明内容
本发明的目的在于提供一种船舶底部结构及其疲劳寿命计算方法。
为达此目的，本发明采用以下技术方案：
一种船舶底部结构，包括内底纵骨、与所述内底纵骨平行设置的外底纵骨、连接所述内底纵骨和所述外底纵骨的加强筋，以及连接于所述加强筋的一侧的肋板，所述肋板高度方向的两端分别连接于所述内底纵骨和所述外底纵骨，所述肋板为一块平板。
进一步的，所述加强筋设有所述肋板的一侧与所述外底纵骨的连接位置设有止裂孔。
进一步的，所述止裂孔由一矩形孔和一半圆孔构成，且所述矩形孔靠近肋板设置，所述半圆孔位于所述矩形孔远离所述肋板的一侧，所述矩形孔与所述半圆孔呈连通状态，所述半圆孔由所述矩形孔远离所述肋板的一个侧边朝向所述加强筋远离所述肋板的一侧凹设，且所述半圆孔的直径小于所述矩形孔的远离所述肋板的一个侧边的长度。
进一步的，所述加强筋设有所述肋板的一侧与所述内底纵骨的连接位置设有通焊孔。
进一步的，所述肋板与所述加强筋、所述内底纵骨以及所述外底纵骨均通过焊接方式连接。
为了实现上述目的，本发明还提供了一种船舶底部结构的疲劳寿命计算方法，采用有限元分析法计算得出船舶底部结构上预设位置的应力范围，根据应力范围计算得出所述船舶底部结构的疲劳寿命。
进一步的，所述采用有限元分析法计算得出船舶底部结构上预设位置的应力范围，包括以下步骤：
步骤、确定预设位置；
步骤、对预设位置进行有限元建模；
步骤、进行有限元网格划分；
步骤、计算得出所述预设位置的应力范围。
进一步的，所述预设位置指的是加强筋设有肋板的一侧与外底纵骨、内底纵骨的连接位置。
进一步的，所述有限元网格为矩形。
本发明的有益效果：本发明所述肋板是一块平板，相比于现有技术中的肋板结构，本发明所述肋板无需设置肘板，采用本发明所述肋板即能满足船舶底部结构对内底纵骨和外底纵骨的刚度要求，减轻了结构重量，简化了结构形式，大大的减少了焊接工作量，提高了施工效率，同时由于无需设置肘板，降低了船舶重量，也节省了船舶底部结构的生产成本。
附图说明
图1是现有技术中船舶底部结构的局部结构示意图；
图2是图1中I处的局部放大示意图；
图3是本发明实施例一所述船舶底部结构的局部结构示意图；
图4是图3中II处的局部放大示意图；
图5是图3中III处的局部放大示意图；
图6是本发明实施例一所述的船舶底部结构的疲劳寿命计算方法的流程图。
图中：
1、内底纵骨；2、外底纵骨；3、加强筋；4、肋板；5、止裂孔；6、通焊 孔；
101、内底纵骨；102、外底纵骨；103、肋板；104、肘板；105、加强筋；106、止裂孔。
具体实施方式
下面结合附图并通过具体实施方式来进一步说明本发明的技术方案。
实发明中表示方位的名词，如“高度方向”、“长度反向”，仅仅表示的是参照附图的方向。
实施例一
如图3所示，本实施例一种船舶底部结构，包括内底纵骨1，与内底纵骨1平行设置的外底纵骨2，连接内底纵骨1和外底纵骨2的加强筋3，以及连接于加强筋3的一侧的肋板4，所述肋板4高度方向(图3中H所示的方向)的两端分别连接于内底纵骨1和外底纵骨2，所述肋板4为一块平板。
相比于现有技术的肋板结构，本实施例所述肋板4无需设置肘板，采用本实施例所述肋板4即能满足船舶底部结构对内底纵骨1和外底纵骨2的刚度要求，减轻了结构重量，简化了结构形式，大大的减少了焊接工作量，提高了施工效率，同时由于无需设置肘板，降低了船舶重量，也节省了船舶底部结构的生产成本。
本实施例中，如图4所示，所述加强筋3设有肋板4的一侧与外底纵骨2的连接位置设有止裂孔5。所述止裂孔5由一矩形孔和一半圆孔构成，且所述矩形孔靠近肋板4设置，所述半圆孔位于矩形孔远离肋板4的一侧，所述矩形孔与所述半圆孔呈连通状态，所述半圆孔由所述矩形孔远离所述肋板的一个侧边朝向所述加强筋远离所述肋板的一侧凹设，且所述半圆孔的直径小于所述矩形孔的远离所述肋板的一个侧边的长度。
通过试验验证得出，采用上述结构的止裂孔5，能够有效提高加强筋3沿其高度方向(图3中所示的H方向)两端的疲劳寿命。
如图5所示，所述加强筋3设有肋板4的一侧与内底纵骨1的连接位置设有通焊孔6。所述肋板4与加强筋3、内底纵骨1以及外底纵骨2均通过焊接连接。
本实施例还提供了一种上述船舶底部结构的疲劳寿命计算方法，如图6所示，具体包括以下步骤：
步骤1、采用有限元分析法计算得出预设位置的应力范围。
采用有限元分析法计算船舶底部结构上预设位置的应力范围，具体包括以下步骤：
(1)、确定预设位置。
由于焊接位置为最容易出现疲劳损坏的位置，因而，本实施例所述预设位置指的是加强筋3设有肋板4的一侧与内底纵骨1、外底纵骨2的连接位置。具体参照图4和图5，图中方框所示的部位即为本实施例所示的预设位置。
(2)、对预设位置进行有限元建模。
(3)、进行有限元网格划分。
由于本实施例中，所述加强筋3可以认为是一块平板，其中所述有限元网格的形状可以为矩形网格或三角形网格，经过试验验证，采用矩形网格的计算结构较为精确，而网格的大小为加强筋3的厚度，例如，若加强筋3的厚度为15mm，则网格的大小为15mm×15mm。
(4)、计算得出预设位置的应力范围
通过上述参数设定，通过软件计算可以得出预设位置的应力范围。
步骤2、根据应力范围计算得出所述船舶底部结构的疲劳寿命。
根据步骤1中计算得出的应力范围，参照应力与疲劳寿命的对应函数关系图，可以得出相应的疲劳寿命的范围。
将现有技术中，采用名义应力计算疲劳寿命的方法得出的疲劳寿命与本申请所述有限元分析计算疲劳寿命的方法得出的疲劳说明进行对比，可以得出，采用本申请所述计算疲劳寿命的方法得出的疲劳寿命更加精确，大大的减小了疲劳寿命的裕度，因而采用本申请所述计算疲劳寿命的方法得出的疲劳寿命设计船舶时，能够减小船舶的重量，节约材料、提高工作效率以及降低生产成本。
实施例二
本实施例与实施例一的不同指出在于，所述肋板4沿内底纵骨101的长度方向设有若干个，且相邻两个肋板4之间的距离相等。通过增加肋板4的数量，增加内底纵骨1和外底纵骨2的刚度，延长船舶的使用寿命。
显然，本发明的上述实施例仅仅是为了清楚说明本发明所作的举例，而并非是对本发明的实施方式的限定。对于所属领域的普通技术人员来说，在上述说明的基础上还可以做出其它不同形式的变化或变动。这里无需也无法对所有的实施方式予以穷举。凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明权利要求的保护范围之内。

Claims (9)

  1. 一种船舶底部结构，其特征在于，包括内底纵骨(1)、与所述内底纵骨(1)平行设置的外底纵骨(2)、连接所述内底纵骨(1)和所述外底纵骨(2)的加强筋(3)，以及连接于所述加强筋(3)的一侧的肋板(4)，所述肋板(4)高度方向的两端分别连接于所述内底纵骨(1)和所述外底纵骨(2)，所述肋板(4)为一块平板。
  2. 根据权利要求1所述的船舶底部结构，其特征在于，所述加强筋(3)设有所述肋板(4)的一侧与所述外底纵骨(2)的连接位置设有止裂孔(5)。
  3. 根据权利要求2所述的船舶底部结构，其特征在于，所述止裂孔(5)由一矩形孔和一半圆孔构成，且所述矩形孔靠近肋板(4)设置，所述半圆孔位于所述矩形孔远离所述肋板(4)的一侧，所述矩形孔与所述半圆孔呈连通状态，所述半圆孔由所述矩形孔远离所述肋板的一个侧边朝向所述加强筋远离所述肋板的一侧凹设，且所述半圆孔的直径小于所述矩形孔的远离所述肋板的一个侧边的长度。
  4. 根据权利要求1所述的船舶底部结构，其特征在于，所述加强筋(3)设有所述肋板(4)的一侧与所述内底纵骨(1)的连接位置设有通焊孔(6)。
  5. 根据权利要求4所述的船舶底部结构，其特征在于，所述肋板(4)与所述加强筋(3)、所述内底纵骨(1)以及所述外底纵骨(2)均通过焊接方式连接。
  6. 一种船舶底部结构的疲劳寿命计算方法，其特征在于，采用有限元分析法计算得出船舶底部结构上预设位置的应力范围，根据应力范围计算得出所述船舶底部结构的疲劳寿命。
  7. 根据权利要求6所述的船舶底部结构的疲劳寿命计算方法，其特征在于，所述采用有限元分析法计算得出船舶底部结构上预设位置的应力范围，包括以 下步骤：
    步骤1、确定预设位置；
    步骤2、对预设位置进行有限元建模；
    步骤3、进行有限元网格划分；
    步骤4、计算得出所述预设位置的应力范围。
  8. 根据权利要求7所述的船舶底部结构的疲劳寿命计算方法，其特征在于，所述预设位置指的是加强筋(3)设有肋板(4)的一侧与外底纵骨(2)、内底纵骨(1)的连接位置。
  9. 根据权利要求7所述的船舶底部结构的疲劳寿命计算方法，其特征在于，所述有限元网格为矩形。
PCT/CN2017/104148 2017-07-28 2017-09-29 一种船舶底部结构及其疲劳寿命计算方法 WO2019019354A1 (zh)

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