WO2021246305A1 - Structure de proue de navire porte-conteneur, navire porte-conteneur et procédé de conception pour structure de proue de navire porte-conteneur - Google Patents

Structure de proue de navire porte-conteneur, navire porte-conteneur et procédé de conception pour structure de proue de navire porte-conteneur Download PDF

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Publication number
WO2021246305A1
WO2021246305A1 PCT/JP2021/020366 JP2021020366W WO2021246305A1 WO 2021246305 A1 WO2021246305 A1 WO 2021246305A1 JP 2021020366 W JP2021020366 W JP 2021020366W WO 2021246305 A1 WO2021246305 A1 WO 2021246305A1
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Prior art keywords
container
height
container ship
windshield
bow structure
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PCT/JP2021/020366
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English (en)
Japanese (ja)
Inventor
智文 井上
拓郎 吉川
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ジャパンマリンユナイテッド株式会社
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Application filed by ジャパンマリンユナイテッド株式会社 filed Critical ジャパンマリンユナイテッド株式会社
Priority to CN202180041291.7A priority Critical patent/CN115697830A/zh
Priority to KR1020227046006A priority patent/KR20230017291A/ko
Publication of WO2021246305A1 publication Critical patent/WO2021246305A1/fr

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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 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/322—Other means for varying the inherent hydrodynamic characteristics of hulls using aerodynamic elements, e.g. aerofoils producing a lifting force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/004—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for containers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B71/00—Designing vessels; Predicting their performance
    • B63B71/10—Designing vessels; Predicting their performance using computer simulation, e.g. finite element method [FEM] or computational fluid dynamics [CFD]
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to a bow structure of a container ship, a container ship, and a method of designing a bow structure of a container ship. Regarding the design method of the bow structure.
  • Patent Document 1 describes a windshield disposed on a bulwark of a container ship, which has a peripheral side wall that rises vertically from the top of the bulwark and has an upper edge extending diagonally upward from the front end to the rear end.
  • a container ship comprising: a top wall having a predetermined width extending along the upper edge of the peripheral wall surface and inside the upper edge of the peripheral wall surface over the entire length of the upper edge of the peripheral wall surface in a top view.
  • the bow windshield is disclosed.
  • the windshield structure when the windshield structure is formed so as to cover the entire front surface of the container loaded in the front row as in the invention described in Patent Document 1, the windshield structure tends to be large and heavy, and the container is loaded. It will induce a decrease in efficiency and fuel efficiency.
  • the present invention has been devised in view of the above problems, and is capable of reducing the size and weight of the windshield structure while reducing the wind pressure resistance.
  • the purpose is to provide a design method.
  • the bow structure of a container ship is provided with a windshield body arranged substantially vertically on the edge of the upper deck, and the height of the windshield body is set in the range of 5 to 18 m.
  • the bow structure of a container ship characterized by that is provided.
  • the height of the windshield may be set in the range of 10 to 15 m.
  • the bow structure of a container ship is provided with a windshield body arranged substantially vertically on the edge of the upper deck, and the height of the windshield body is the average container loading height of the container ship.
  • a bow structure of a container ship characterized in that the ratio to the height is set in the range of 0.18 to 0.65.
  • the height of the windshield may be set in the range of 0.35 to 0.55 as a ratio to the average container loading height of the container ship.
  • the windshield may be provided with an opening through which the cord of the mooring device can be inserted.
  • the windshield may have a substantially constant height from the port side to the starboard side.
  • a support portion capable of loading an additional container may be provided in a portion of the upper deck surrounded by the windshield.
  • the loading height of the additional container may be set so as not to exceed the loading height of the frontmost container arranged in the cargo area.
  • the loading height of the additional container may be set to 1.7 or less as a ratio to the height of the windshield.
  • a container ship characterized by having the above-mentioned bow structure is provided.
  • the container ship is provided with a windshield body arranged substantially perpendicular to the edge of the upper deck, and the wind direction is ⁇ with respect to the traveling direction. It was set in the range of 10 to ⁇ 60 °, the reduction rate of the wind pressure resistance in the fully loaded state and the half-mounted state of the container ship was calculated, and the height of the windshield was set with reference to the reduction rate.
  • a method of designing the bow structure of a container ship is provided.
  • the average container loading height of the container ship may be calculated, and the height of the windshield may be set by the ratio to the average container loading height.
  • the wind pressure is set by setting the height of the windshield in consideration of the loading state and the wind direction of the container. It is possible to reduce the size and weight of the windshield structure while reducing the resistance.
  • FIG. 1 It is a side view which shows a part of the container ship which concerns on 1st Embodiment of this invention. It is a figure which shows the bow part of the container ship shown in FIG. 1, (A) is a side view, (B) is a plan view. It is a distribution map which shows the analysis result of the wind pressure resistance, (A) shows the case where the wind direction is 0 °, and (B) shows the case where the wind direction is 30 °. It is a figure which shows the analysis result about the height of a windshield, (A) is the relationship between the height of a windshield and the reduction rate of wind pressure resistance, and (B) is the relationship between Hw / Hc and the reduction rate of wind pressure resistance. Shows.
  • FIG. 5 is a view showing the bow of the container ship shown in FIG. 5, in which FIG. 5A is a side view, FIG. 5B is a cross-sectional view taken along the line B in FIG. 6A, and FIG. It is a cross-sectional view taken along the arrow. It is a figure which shows the modification of the container ship shown in FIG. 5, (A) is a side view, (B) is a plan view.
  • FIG. 1 is a side view showing a part of the container ship according to the first embodiment of the present invention.
  • 2A and 2B are views showing the bow portion of the container ship shown in FIG. 1, in which FIG. 2A is a side view and FIG. 2B is a plan view.
  • the container ship 1 As shown in FIG. 1, the container ship 1 according to the first embodiment of the present invention has a bow portion 2 which is a tip portion of a hull, a cargo area 3 capable of loading a plurality of containers 31, and an upper deck 4. It is provided with a windshield 5 arranged substantially vertically on the edge portion.
  • the alternate long and short dash line M means the central portion of the hull, and for convenience of explanation, the figure on the rear side of the central portion of the hull is omitted.
  • a residential area 32 may be located in a part of the cargo area 3.
  • the residential area 32 may be arranged on the rear side of the center of the hull.
  • the container 31 shown in FIG. 1 shows a fully loaded state.
  • the maximum container loading height measured from the upper deck 4 is Ha
  • the frontmost container loading height is Hb
  • a fore mast 21, a mooring device 22, and the like are arranged on the upper deck 4 in front of the cargo area 3 in the bow portion 2. ..
  • the mooring device 22 is intended to include, for example, a mooring winch, a windlass, and the like.
  • FIG. 2A for convenience of explanation, the figure of the mooring device 22 in the windshield 5 is omitted.
  • the windshield 5 is a steel plate arranged from the port side to the starboard side of the bow portion 2. As shown in FIG. 2A, for example, the windshield 5 has a substantially constant height in front of the container 31 in the front row or the lashing bridge 33 in the front row. Both ends of the windshield 5 may be formed so as to gradually decrease to the height of the upper deck 4.
  • the tapering portion may be curved or linear. Further, the height of the windshield 5 from the upper deck 4 is defined as Hw.
  • the material of the windshield 5 is not limited to the steel plate, and may be another metal plate or a resin plywood.
  • the windshield 5 is provided with the rope of the mooring device 22.
  • An insertable opening 51 may be formed.
  • the figure of the opening 51 is omitted in FIG. 2A.
  • FIG. 3 is a distribution diagram showing the analysis result of the wind pressure resistance, where (A) shows the case where the wind direction is 0 ° and (B) shows the case where the wind direction is 30 °.
  • the traveling direction of the container ship 1 is defined as 0 °
  • the angle from the traveling direction to the port side is defined as positive (plus)
  • the angle from the traveling direction to the starboard direction is defined as negative (minus).
  • FIGS. 3 (A) and 3 (B) show the results of simulation under the conditions of no windshield 5, full load, and wind speed (relative velocity) of 10 m / s.
  • FIG. 3B the case where the container ship 1 receives the wind from an oblique direction is shown in the case where the wind direction is + 30 °, but the same applies in the range of the wind direction ⁇ 10 to ⁇ 60 °. It is considered to show a tendency.
  • the windshield structure of the conventional container ship assumes the case where the container ship 1 receives the wind from the front, that is, the wind direction is 0 °, the wind pressure at the upper part of the front surface of the container 31 loaded in the front row. Focusing on reducing resistance. Therefore, in a conventional container ship, the windshield structure is often formed high or is formed in a cowl shape in order to rectify the wind. In such a conventional container ship, the windshield structure tends to be large and heavy, which leads to a decrease in container loading efficiency and fuel efficiency.
  • the ratio of the container ship 1 receiving the wind from the diagonal direction is higher than the ratio of the container ship 1 receiving the wind from the front while sailing.
  • the container ship 1 is not always in a fully loaded state during navigation, and is often in a loaded state (for example, a semi-loaded state) less than that. Then, it is clear that the windshield structure is over-designed when the windshield is designed assuming a full load and a wind direction of 0 °.
  • the wind direction is set in the range of ⁇ 10 to ⁇ 60 ° with respect to the traveling direction, and the reduction rate of the wind pressure resistance in the fully loaded state and the half-mounted state of the container ship 1 is calculated.
  • the height of the windshield 5 is set with reference to the calculated reduction rate.
  • the "half-mounted state” means the average container loading height in the fully loaded state, which is the average container loading height measured from the upper deck 4 of the containers 31 loaded on the front side from the center of the hull. It is about half the value of Hc, and means that the containers 31 loaded on the front side of the center of the hull are loaded substantially evenly within a range close to the average container loading height Hc.
  • FIG. 4 is a diagram showing the analysis results regarding the height of the windshield
  • (A) is the relationship between the height of the windshield and the reduction rate of the wind pressure resistance
  • (B) is Hw / Hc and the wind pressure resistance. The relationship with the reduction rate is shown.
  • the numerical value of the wind pressure resistance shown in Table 1 is a relative value when the height of the windshield 5 is 1 m and the wind pressure resistance is 100. Further, the reduction rate of the wind pressure resistance shown in Table 1 is calculated by calculating the rate of reduction of the wind pressure resistance based on the wind pressure resistance when the height Hw of the windshield body 5 is 1 m. Further, the case where the wind pressure resistance is reduced is expressed by a negative value (minus value), and the case where the wind pressure resistance is increased is expressed by a positive value (plus value).
  • the reduction rate of the wind pressure resistance in the fully loaded state was -6%. Further, when the height Hw of the windshield body 5 is 10 m, the reduction rate of the wind pressure resistance in the fully loaded state is -11%, and when the height Hw of the windshield body 5 is 15 m, the reduction rate of the wind pressure resistance in the fully loaded state is -11%. %, And when the height Hw of the windshield body 5 was 20 m, the reduction rate of the wind pressure resistance in the fully loaded state was -9%.
  • the reduction rate of the wind pressure resistance in the semi-mounted state is -9%
  • the reduction rate of the wind pressure resistance in the semi-mounted state is -9%
  • the reduction rate of the wind pressure resistance in the semi-mounted state is -10% when the height Hw of the windshield body 5 is 15 m
  • the reduction rate of the wind pressure resistance in the semi-mounted state when the height Hw of the windshield body 5 is 20 m. The rate was -2%.
  • FIG. 4A illustrates the analysis result
  • the analysis result in the full load state is shown by a solid line
  • the analysis result in the semi-mounted state is shown by a dotted line.
  • the height Hw of the windshield body 5 can be set in the range of 5 to 18 m. Further, if the case where the reduction rate of the wind pressure resistance is ⁇ 10% is taken as one index, the height Hw of the windshield body 5 can be set in the range of 10 to 15 m.
  • the height Hw of the windshield 5 can be set based on the loading height of the container 31.
  • the average container loading height Hc of the container ship 1 is calculated, and the height Hw of the windshield 5 is set by the ratio to the average container loading height Hc.
  • FIG. 4B is a rewrite of FIG. 4A using the ratio (Hw / Hc) of the height Hw of the windshield body 5 to the average container loading height Hc.
  • the average container loading height Hc in this analysis is 27.6 m.
  • Hw / Hc can be set in the range of 0.18 to 0.65. Further, if the case where the reduction rate of the wind pressure resistance is ⁇ 10% is taken as one index, Hw / Hc can be set in the range of 0.35 to 0.55.
  • the height of the windshield body 5 is set in consideration of the loading state and the wind direction of the container 31, so that the windshield structure is reduced while reducing the wind pressure resistance. It is possible to reduce the size and weight of the product.
  • FIG. 5 is a side view showing a part of the container ship according to the second embodiment of the present invention.
  • 6A and 6B are views showing the bow of the container ship shown in FIG. 5, where FIG. 6A is a side view, FIG. 6B is a cross-sectional view taken along the line B in FIG. 6A, and FIG. 6C is FIG. 6 (C). It is a cross-sectional view taken along the line C in A).
  • the same components as those in the first embodiment described above are designated by the same reference numerals, and duplicated description will be omitted.
  • a support portion 7 capable of loading an additional container 6 is arranged in a portion of the upper deck 4 surrounded by the windshield body 5. Since the mooring device 22 is arranged on the upper deck 4 of the bow portion 2, it is necessary to avoid interference with the mooring device 22 in order to load the additional container 6.
  • the additional deck 71 is arranged as the support portion 7 in the portion of the upper deck 4 surrounded by the windshield body 5.
  • the additional deck 71 is, for example, a steel plate welded to the inside of the windshield 5.
  • the additional deck 71 may be composed of a leg portion and a top plate portion, and the windshield 5 may be welded on the top plate portion.
  • the height Hw of the windshield 5 includes the length of the legs of the additional deck 71.
  • the fore mast 21 is arranged on the additional deck 71.
  • the mooring device 22 is arranged under the additional deck 71.
  • a device or the like for loading and fixing the additional container 6 is arranged on the additional deck 71.
  • a space in which the additional container 6 can be loaded can be formed on the additional deck 71, and the loading efficiency of the container ship 1 can be improved. Further, since the windshield body 5 has the same structure as that of the first embodiment described above, it is possible to reduce the size and weight of the windshield structure while reducing the wind pressure resistance.
  • FIG. 7 is a view showing a modified example of the container ship shown in FIG. 5, in which FIG. 7A is a side view and FIG. 7B is a plan view.
  • FIG. 7B illustrates a case where the position of the mooring device 22 is shifted.
  • FIG. 8 is a diagram showing the analysis result regarding the loading height of the additional container, (A) is the relationship between the loading height of the additional container and the reduction rate of the wind pressure resistance, and (B) is Hx / Hb and the wind pressure. The relationship with the reduction rate of resistance and (C) show the relationship between Hx / Hw and the reduction rate of wind pressure resistance.
  • the loading height of the additional container 6 from the upper deck 4 is defined as Hx.
  • the wind pressure resistance in the fully loaded state and the half-mounted state was calculated while changing the loading height (number of stages) of the additional container 6 under the conditions of the wind direction + 30 °, the wind speed (relative speed) 10 m / s, and the height Hw 10 m of the windshield body 5.
  • the results are shown in Table 2, FIGS. 8 (A) to 8 (C).
  • the fully loaded state and the semi-loaded state indicate the loaded state of the container 31 loaded in the cargo area 3.
  • Hx / Hw shown in Table 2 shows the relative numerical values of the loading height Hx of the additional container 6 with respect to the height Hw (10 m) of the windshield body 5. Therefore, when Hx / Hw> 1, it means that the loading height Hx of the additional container 6 exceeds the height Hw (10 m) of the windshield body 5.
  • the height when the loading height Hx of the additional container 6 is 0 is the height from the upper deck 4 of the mounting surface of the additional container 6 in the support portion 7.
  • Hx / Hb shown in Table 2 shows the relative numerical values of the loading height Hx of the additional container 6 with respect to the container loading height Hb at the foremost part. Therefore, when Hx / Hb> 1, it means that the loading height Hx of the additional container 6 exceeds the container loading height Hb at the frontmost portion.
  • the frontmost container loading height Hb in the fully loaded state is 24 m
  • the frontmost container loading height Hb in the semi-loaded state is 16.17 m.
  • the reduction rate of the wind pressure resistance in the fully loaded state is -10% when the loading height Hx of the additional container 6 is two stages, and the loading height Hx of the additional container 6 is three stages.
  • the reduction rate of the wind pressure resistance in the state is -11%
  • the reduction rate of the wind pressure resistance in the full load state is -12% when the loading height Hx of the additional container 6 is 4 stages
  • the loading height Hx of the additional container 6 is 5 stages.
  • the reduction rate of the wind pressure resistance in the fully loaded state is -12%
  • the reduction rate of the wind pressure resistance in the fully loaded state is -10% when the loading height Hx of the additional container 6 is 6 stages
  • the loading height of the additional container 6 is
  • the reduction rate of the wind pressure resistance in the fully loaded state was -7%
  • the loading height Hx of the additional container 6 was 8 stages
  • the reduction rate of the wind pressure resistance in the fully loaded state was -3%. ..
  • the reduction rate of the wind pressure resistance in the semi-mounted state when the loading height Hx of the additional container 6 is 3 stages is -9%
  • the wind pressure resistance in the semi-mounted state when the loading height Hx of the additional container 6 is 4 stages The reduction rate is -8%
  • the reduction rate of the wind pressure resistance in the semi-mounted state is -1% when the loading height Hx of the additional container 6 is 5 stages
  • the loading height Hx of the additional container 6 is 7 stages.
  • the reduction rate of the wind pressure resistance in the semi-state was + 8%.
  • the calculation of the wind pressure resistance and its reduction rate when the loading height Hx of the additional container 6 is 2, 6, and 8 is omitted.
  • FIGS. 8 (A) and 8 (B) The analysis results are shown in FIGS. 8 (A) and 8 (B).
  • the analysis results in the fully loaded state are shown by solid lines, and the analysis results in the semi-mounted state are shown by dotted lines.
  • FIG. 8A shows the loading height (number of stages) of the additional container 6 on the horizontal axis and the reduction rate of wind pressure resistance on the vertical axis.
  • FIG. 8B is a rewrite of FIG. 8A with Hx / Hb as the horizontal axis and the wind pressure resistance reduction rate as the vertical axis.
  • the reduction value of the wind pressure resistance is obtained by the load height Hx of the additional container 6 exceeding the container load height Hb at the front (Hx / Hb> 1) in both the fully loaded state and the semi-mounted state. It turns out that becomes worse.
  • the loading height Hx of the additional container 6 is set so as not to exceed the container loading height Hb at the front of the cargo area 3. can do.
  • the loading height Hx of the additional container 6 differs depending on the size of the additional container 6, the height Hw of the windshield 5, and the like, the loading height Hx (number of stages) of the additional container 6 is the height of the windshield 5. It can also be set based on Hw.
  • FIG. 8C is a rewrite of FIG. 8A using the ratio (Hx / Hw) of the loading height Hx of the additional container 6 to the height Hw of the windshield body 5.
  • Hx / Hw can be set to 1.7 or less.
  • the support portion 7 is composed of the additional deck 71 or the support column 72 has been described, but the present invention is not limited to these configurations.
  • the support portion 7 may have a configuration other than the one shown in the figure as long as it can be loaded with the additional container 6 and is configured to avoid interference with the mooring device 22.

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Abstract

La présente invention concerne une structure de proue de navire porte-conteneur, un navire porte-conteneur et un procédé de conception de structure de proue de navire porte-conteneur, la taille et le poids d'une structure de brise-vent pouvant être réduits tout en réduisant la résistance à la pression du vent.　Le navire porte-conteneur (1) comprend : une section de proue (2) qui est la section de pointe de la coque ; une zone de chargement (3) dans laquelle une pluralité de conteneurs (31) peuvent être chargés ; et un brise-vent (5) disposé sensiblement verticalement sur un bord d'un pont supérieur (4). De plus, le navire de conteneur (1) a une direction du vent réglée dans la plage de ± 10° – ± 60° par rapport à la direction de déplacement ; la vitesse de réduction de la résistance à la pression du vent lorsque le navire porte-conteneur (1) est complètement chargé et à moitié chargé est calculée ; et la hauteur du brise-vent (5) est réglée en référence au taux de réduction calculé. La hauteur (Hw) du brise-vent (5) est réglée dans une plage, par exemple, de 5 à 18 m ou de 0,18 à 0,65 fois la hauteur moyenne de chargement du navire porte-conteneur (Hc).
PCT/JP2021/020366 2020-06-01 2021-05-28 Structure de proue de navire porte-conteneur, navire porte-conteneur et procédé de conception pour structure de proue de navire porte-conteneur WO2021246305A1 (fr)

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CN202180041291.7A CN115697830A (zh) 2020-06-01 2021-05-28 集装箱船的船首结构、集装箱船及船首结构的设计方法
KR1020227046006A KR20230017291A (ko) 2020-06-01 2021-05-28 컨테이너선의 선수 구조, 컨테이너선 및 컨테이너선의 선수 구조의 설계 방법

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JP2020-095292 2020-06-01
JP2020095292A JP6892954B1 (ja) 2020-06-01 2020-06-01 コンテナ船の船首構造、コンテナ船及びコンテナ船の船首構造の設計方法

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CN114394195A (zh) * 2022-01-18 2022-04-26 中山大学 一种用于集装箱船的伸缩导流罩及其控制方法
CN114589547A (zh) * 2022-04-06 2022-06-07 广船国际有限公司 一种集装箱箱脚开孔的画线方法
CN115146479A (zh) * 2022-07-27 2022-10-04 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） 符合船用a-60级防火要求的集装箱等效结构设计方法

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CN113799940B (zh) * 2021-10-21 2023-11-03 中国船舶工业集团公司第七0八研究所 利用集中力模拟集装箱载荷进行垂向静水剪力计算的方法

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JP2015145214A (ja) * 2014-02-04 2015-08-13 株式会社大内海洋コンサルタント コンテナ船の船首部風防
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CN114394195A (zh) * 2022-01-18 2022-04-26 中山大学 一种用于集装箱船的伸缩导流罩及其控制方法
CN114589547A (zh) * 2022-04-06 2022-06-07 广船国际有限公司 一种集装箱箱脚开孔的画线方法
CN114589547B (zh) * 2022-04-06 2022-11-22 广船国际有限公司 一种集装箱箱脚开孔的画线方法
CN115146479A (zh) * 2022-07-27 2022-10-04 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） 符合船用a-60级防火要求的集装箱等效结构设计方法
CN115146479B (zh) * 2022-07-27 2024-04-19 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） 符合船用a-60级防火要求的集装箱等效结构设计方法

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