Aluminum alloy hull welding deformation control mechanism

Abstract

The utility model discloses a kind of aluminum alloy ship body welding deformation control mechanisms, including multiple webs, web is welded at the welding gap of first ship plate and second ship plate, web is vertically arranged with the surface of first ship plate and second ship plate, the length direction of web is perpendicular to the welding gap of first ship plate and second ship plate, web bottom is provided with the bottom edge of widening to both sides, and welding groove is spaced along bottom edge;Welding groove is distributed at the contact of bottom edge and ship plate, the cross section of welding groove is arc, the bottom end of welding groove and ship plate smooth transition tangent contact;Connecting fixing mechanism is equipped between adjacent webs;By web auxiliary material positioning welding, increase auxiliary material in the relatively sparse area of original structure, by positioning welding mode welding, keep the structure of original strong force component unchanged, auxiliary increase the overall stress of sparse and weak area, welding is more stable and reliable, not easy to weld deformation.

Description

Technical Field

[0001] This utility model belongs to the field of aluminum alloy ship hull welding technology, and specifically relates to an aluminum alloy ship hull welding deformation control mechanism. Background Technology

[0002] With the rapid development of industrial technology, aluminum alloy materials have emerged in the market. Due to their low density, high strength, and good plasticity, aluminum alloys can be processed into various profiles, making them widely used in the shipbuilding industry. This is mainly due to their low specific gravity and strong corrosion resistance. During ship navigation, they can increase speed, and their low density effectively reduces weight, ensuring stability. For the shipbuilding industry, they are a material with high utilization value. However, the welding of aluminum alloy hulls is a critical aspect of shipbuilding, and it remains the biggest obstacle. Compared to steel, aluminum alloys have a much higher thermal conductivity and a thermal expansion rate 2.5 times that of steel, but their modulus of elasticity is only one-third that of steel. These characteristics make aluminum alloys more prone to greater material deformation during welding, making the construction of fully welded aluminum alloy ships more difficult than that of hulls made of other materials. Utility Model Content

[0003] This utility model provides a welding deformation control mechanism for aluminum alloy ship hulls. By using rib plate auxiliary material positioning welding, auxiliary materials are added to the relatively sparse areas of the original structure. Welding is carried out by positioning welding, maintaining the original strong load-bearing component structure unchanged, and assisting in increasing the overall load-bearing capacity of sparse and weak areas. The welding is more stable and reliable, and it is not easy to weld deformation, thereby solving the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: an aluminum alloy hull welding deformation control mechanism, comprising multiple stiffeners, wherein the stiffeners are welded at the welding gap between the first hull plate and the second hull plate, the stiffeners are arranged perpendicularly to the surfaces of the first hull plate and the second hull plate, the length direction of the stiffeners is perpendicular to the welding gap between the first hull plate and the second hull plate, and the bottom of the stiffeners is provided with a bottom edge that widens to both sides, and welding grooves are provided at intervals along the bottom edge.

[0005] Preferably, the plurality of stiffeners are distributed on the upper and lower surfaces of the first and second ship plates, and are spaced apart.

[0006] Preferably, the cross-sections on both sides of the bottom edge are arc-shaped beveled structures.

[0007] Preferably, the stiffener plate has multiple spaced ribs on both sides that are connected to the bottom edge.

[0008] Preferably, a connecting and fixing mechanism is provided between adjacent stiffeners. The connecting and fixing mechanism includes at least two long screws, both ends of which are threaded with nuts and welded to the stiffeners by the nuts.

[0009] Preferably, the outer end of the nut has a circular end with an outer diameter smaller than that of its body, and the rib plate has a corresponding groove.

[0010] Preferably, the threads at both ends of the two long screws are mirrored.

[0011] Compared with the prior art, the beneficial effects of this utility model are: 1. By using tack welding at the weld seams of the hull plate, auxiliary support is added to the sparse or weak areas of the original structure, welding stress is dispersed, the main load-bearing components are kept from deformation, the thermal deformation of the aluminum alloy hull during the welding process is significantly reduced, and the overall structural stability is improved.

[0012] 2. The welding groove at the bottom of the stiffener plate is designed in an arc shape, and the bottom end smoothly transitions and makes tangential contact with the ship plate, so that the weld point makes full contact with the ship plate and the bottom edge, reducing stress concentration and making the welding process more stable and reliable. This avoids the problems of insufficient contact and excessive stress caused by traditional vertical welding.

[0013] 3. Spacing ribs connected to the bottom edge are set on both sides of the stiffening plate, which increases the local stiffness and overall deformation resistance of the stiffening plate, ensuring that the auxiliary positioning structure remains stable during welding and further preventing the deformation of the ship plate.

[0014] 4. Adjacent stiffening plates are connected by a connection and fixing mechanism consisting of long screws and nuts. The mirrored thread setting and the matching design of the circular end with the groove realize horizontal limiting and welding fixation, enhance the integrity of the stiffening plate group, make installation convenient and firm, and effectively suppress displacement and deformation during the welding process. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the main structure of this utility model; Figure 2 This is a partial side view of the structure of this utility model; Figure 3 This is a schematic diagram of the cross-sectional structure of the stiffening plate of this utility model; Figure 4 This is a schematic diagram of the connection and fixing mechanism of this utility model; Figure 5 This is a side view of the nut structure of this utility model; Figure 6 This is a front view schematic diagram of the nut structure of this utility model.

[0016] In the diagram: 1. Rib plate; 2. First ship plate; 3. Second ship plate; 4. Bottom edge; 5. Welding groove; 6. Rib plate; 7. Long screw; 8. Nut; 9. Circular end. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] Please see Figures 1-6 This utility model provides a welding deformation control mechanism for aluminum alloy ship hulls, including multiple stiffeners 1. The stiffeners 1 are welded at the welding gaps of the first ship plate 2 and the second ship plate 3. The stiffeners 1 are arranged perpendicularly to the surfaces of the first ship plate 2 and the second ship plate 3. The length direction of the stiffeners 1 is perpendicular to the welding gaps of the first ship plate 2 and the second ship plate 3. The bottom of the stiffeners 1 is provided with a bottom edge 4 that widens to both sides, and welding grooves 5 are provided at intervals along the bottom edge 4. Before the thin plate structure and the plate seam are fully welded, especially after the assembly of the outer plate of the ship hull and the superstructure bulkhead, and before the welding is performed, the thin plate in this area is marked and positioned according to the structural situation and in conjunction with the spot welding pre-arrangement diagram of the auxiliary stiffeners 1. The stiffening plate 1 can directly contact the surfaces of the first ship plate 2 and the second ship plate 3 through the bottom edge 4, which is convenient for fixing. During welding, it can be directly welded along the welding groove 5. The welding point has sufficient contact, low welding stress, and good stability. By using the auxiliary material tack welding of the stiffening plate 1, auxiliary materials are added to the relatively sparse areas of the original structure. Welding is carried out by tack welding, keeping the original strong load-bearing component structure unchanged, and assisting in increasing the overall load-bearing capacity of the sparse and weak areas of the structure. The welding is more stable and reliable and less prone to welding deformation.

[0019] Specifically, multiple stiffening plates 1 are distributed on the upper and lower surfaces of the first ship plate 2 and the second ship plate 3, and are spaced apart. In this embodiment, double-sided auxiliary positioning can be performed in areas where the structure is sparse and weak, further reducing welding deformation between the ship plates.

[0020] Specifically, the welding groove 5 is distributed at the contact point between the bottom edge 4 and the ship plate. The cross-section of the welding groove 5 is arc-shaped, and the bottom end of the welding groove 5 smoothly transitions and tangentially contacts the ship plate. In this embodiment, welding can be performed directly along the welding groove 5. Since the cross-section of the welding groove 5 is arc-shaped and the bottom end smoothly transitions and tangentially contacts the ship plate, it is beneficial for the weld point to fully contact the bottom edge 4 and the ship plate, thus fixing them and making them more stable. Traditional welding involves welding the two plates perpendicularly, resulting in insufficient contact at the weld point, high welding stress, and poor stability.

[0021] Specifically, the stiffener 1 has multiple spaced ribs 6 on both sides that are connected to the bottom edge 4; in this embodiment, by setting spaced ribs 6, the overall deformation resistance of the stiffener 1 can be enhanced, and the self-stability of the auxiliary positioning can be improved.

[0022] Specifically, a connecting and fixing mechanism is provided between adjacent stiffening plates 1. The connecting and fixing mechanism includes at least two long screws 7, with nuts 8 threaded to both ends of the long screws 7, and is welded and fixed to the stiffening plates 1 through the nuts 8. In this embodiment, by connecting and positioning multiple stiffening plates 1, the overall stability of the stiffening plates 1 is enhanced, and then the gaps between the first ship plate 2 and the second ship plate 3 are welded. During welding, the first ship plate 2 and the second ship plate 3 are less likely to deform in the sparse and weak areas of the structure.

[0023] Specifically, the nut 8 has a circular end 9 with an outer diameter smaller than its body, and the rib plate 1 has a corresponding groove. In this embodiment, since the length of the long screw 7 cannot exceed the distance between adjacent rib plates 1, although the long screw 7 is fixed to the rib plate 1 by welding with the nut 8, welding alone lacks limiting. During installation, the nut 8 is not exposed at first. After the long screw 7 is installed, the nut 8 is rotated to make the nut 8 fit against the rib plate 1. After it fits in place, the circular end 9 is fully inserted into the groove corresponding to the rib plate 1. At the same time as welding, the circular end 9 cooperates with the groove to achieve stable limiting in the horizontal direction, further enhancing the stability of the welding.

[0024] Specifically, the threads at both ends of the two long screws 7 are mirrored. In this embodiment, the mirrored thread arrangement ensures that the nut of the long screw 7 can only move in a mirror image. Conversely, after the nut 8 is welded and fixed, the long screw 7 cannot rotate or move, making it very stable.

[0025] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.

[0026] Working principle: Before the thin plate structure and the plate seam are fully welded, especially after the hull plate and superstructure bulkhead are assembled and before the weld is applied, the thin plate in this area is marked and positioned according to the structural conditions and the pre-arrangement diagram of the auxiliary stiffener plate 1 spot welding.

[0027] The stiffener 1 can directly contact the surfaces of the first ship plate 2 and the second ship plate 3 through the bottom edge 4, which is convenient for fixing. During welding, welding can be carried out directly along the welding groove 5. Since the cross-section of the welding groove 5 is arc-shaped and the bottom end smoothly transitions and makes tangential contact with the ship plate, it is conducive to the weld point making full contact with the bottom edge 4 and the ship plate to fix them. Traditional welding is done at the perpendicular point of the two plates, which results in insufficient contact at the weld point, high welding stress, and poor stability.

[0028] By connecting and positioning multiple stiffening plates 1, the overall stability of the stiffening plates 1 is enhanced. Then, the gaps between the first ship plate 2 and the second ship plate 3 are welded. During welding, the first ship plate 2 and the second ship plate 3 are less likely to deform in the sparse and weak areas of the structure.

[0029] By using the auxiliary material 1 for tack welding, auxiliary materials are added to the relatively sparse areas of the original structure. Welding is carried out by tack welding, keeping the original strong load-bearing component structure unchanged, and assisting in increasing the overall load-bearing capacity of sparse and weak areas. The welding is more stable and reliable and less prone to deformation.

[0030] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A welding deformation control mechanism for aluminum alloy ship hulls, characterized in that, It includes multiple stiffeners (1), which are welded to the weld seam of the first ship plate (2) and the second ship plate (3). The stiffeners (1) are arranged perpendicular to the surfaces of the first ship plate (2) and the second ship plate (3). The length direction of the stiffeners (1) is perpendicular to the weld seam of the first ship plate (2) and the second ship plate (3). The bottom of the stiffeners (1) is provided with a bottom edge (4) that widens to both sides, and welding grooves (5) are provided at intervals along the bottom edge (4).

2. The aluminum alloy hull welding distortion control mechanism according to claim 1, characterized by, Multiple stiffeners (1) are distributed on the upper and lower surfaces of the first hull plate (2) and the second hull plate (3), and are spaced apart.

3. The aluminum alloy hull welding deformation control mechanism according to claim 1, characterized in that, The cross-sections on both sides of the bottom edge (4) are arc-shaped inclined structures.

4. The aluminum alloy hull weld distortion control mechanism of claim 1, wherein, The stiffener (1) has multiple spaced ribs (6) on both sides that are connected to the bottom edge (4).

5. The aluminum alloy hull weld distortion control mechanism of claim 1, wherein, A connecting and fixing mechanism is provided between adjacent stiffeners (1). The connecting and fixing mechanism includes at least two long screws (7). Nuts (8) are threaded to both ends of the long screws (7) and are welded and fixed to the stiffeners (1) through the nuts (8).

6. The aluminum alloy hull welding deformation control mechanism according to claim 5, characterized in that, The nut (8) has a circular end (9) with an outer diameter smaller than its body, and the rib plate (1) has a corresponding groove.

7. The aluminum alloy hull welding deformation control mechanism according to claim 6, characterized in that, The threads at both ends of the two long screws (7) are mirrored.

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