Method for calculating correction value of main deck ponding on ship recovery force arm

Abstract

The invention discloses a method for calculating a correction value of main deck ponding on a ship recovery force arm, and relates to the field of ship and ocean engineering design, and the method comprises the following steps: S1, in a ship flat floating state, judging whether the height of a beam arch in a ship is greater than the height of a deck coaming; s2, judging whether the height of a deck ponding waterplane is larger than the vertical height of a ship middle beam arch after inclination or not; s3, if the judgment of S1 is yes and the judgment of S2 is no, or the judgment of S1 is no and the judgment of S2 is no, a correction method I is adopted to calculate a correction value of the original force arm; if the judgment in the S1 and the judgment in the S2 are yes, a correction method II is adopted to calculate a correction value of the original force arm; and if the judgment in the S1 is negative and the judgment in the S2 is positive, calculating the original force arm correction value by adopting a correction method III. The method not only can actually obtain the correction value of the main deck ponding on the ship recovery force arm, but also can effectively evaluate the ship stability and guide the ship design.

Description

technical field [0001] The invention relates to the field of ship and ocean engineering design, more specifically, to a calculation method for correcting the righting arm of the ship and ocean engineering by deck water. Background technique [0002] The ship has an oil-water tank. If the liquid in the tank is not full or part of the liquid remains on the deck, when the ship tilts, the liquid in the tank will also flow to the tilted side, and the liquid level will remain parallel to the horizontal plane. This free-flowing The liquid surface is called the free liquid surface. When the liquid flows, the volume shape of the liquid changes, and its center of gravity moves to the inclined side, thereby generating an additional moment of inclination, which reduces the stability of the ship as a result. In the case of constant buoyancy of the ship, a larger buoyancy arm (also called righting arm) is required to counteract the tilting moment. [0003] In ships and ocean engineering...

AI Technical Summary

Problems solved by technology

However, most ships such as oil tankers and FPSOs have girder arches. Due to the long deck and large area, only the beam arches are used to divide the ship’s width, and the ship’s own stability margin is limited. The righting arm of the ship has a greater impact, and what is even more likely to lead to insufficient stability of the ship, thus affecting the safety of the ship

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