A method for drawing a weight curve of a hull structure

Abstract

The present invention discloses a method for drawing a weight curve of a hull structure. According to the actual weight distribution of the hull structure in the bow and stern directions, a plurality of transverse limit surfaces are set for the hull structure in the bow and stern directions, thereby forming a plurality of beam sections; the weight and center of gravity position data of each beam section are extracted respectively, and a weight distribution curve is drawn, so that the curve truly reflects the weight distribution of the ship in the bow and stern directions. By adopting the above technical scheme, according to the actual weight distribution of the hull structure, the structure can be reasonably divided into sections and the weight and center of gravity data can be extracted; because suitable hull beam sections are set, the weight and center of gravity data truly and accurately reflect the longitudinal weight distribution of the hull, avoiding deviations in weight distribution during hull design.

Description

Technical Field

[0001] The present invention belongs to the technical field of ship structure design. More specifically, the present invention relates to a method for drawing a weight curve of a hull structure. Background Art

[0002] In the "Rules for Classification of Sea-going Steel Ships", the total longitudinal strength of some special ships needs to be determined by direct calculation method; if it meets

[0003] L≥500m, C b <0.6

[0004] One or more features in; where:

[0005] L——ship length; B——ship width; D——propeller diameter; C—— b ——Square coefficient, but the calculated value should not be less than 0.6.

[0006] For ships with large deck openings, the total longitudinal strength of the bending moment combination should also be checked according to relevant requirements; for ships with large overhangs, additional bending moments caused by impacts may be required to be considered; for ships carrying special cargoes, unconventional ship types or unconventional designs, direct calculations should be made based on cargo characteristics or ship types, etc. A key load in the calculation of total longitudinal strength is the weight distribution of the hull structure; in the early stages of ship design, preliminary calculations are generally performed based on the parent ship data or structural drawings, but the calculation process is cumbersome and has large errors.

[0007] The current promotion of 3D modeling and design software requires precise modeling in strict accordance with the plate thickness, profile specifications, opening details, and equipment reinforcement of the structural drawings. Some 3D software (such as TRIBON in the shipbuilding industry) can give the 3D model weight and center of gravity data and can quickly extract these features. Therefore, the 3D model is the closest to the weight and center of gravity distribution of the actual ship.

[0008] When the hull structure modeling and the structural detailed design drawings are carried out simultaneously, accurate data can be provided by 3D software after the hull structure modeling is completed, and the total longitudinal strength calculation can be re-checked to make the calculation data more accurate.

[0009] In the 3D modeling software, the range limit condition (BOX) can be set for the complete hull model to extract the weight and center of gravity data of each section of the hull structure. In theory, the shorter the section is, the closer it is to the weight distribution of the hull beam. If the station number is used for segmented extraction, the station spacing (generally the whole ship is divided into 10 to 20 stations, the longer the ship is, the larger the station spacing) is generally very long, which will have a large deviation from the actual weight distribution of the hull structure, thus affecting the result of the total longitudinal strength verification. If the rib position number is used for segmented extraction, the rib spacing is theoretically shorter (generally 500 to 800mm), which tends to be close to the hull structure, but due to the thickness orientation of the rib transverse members (especially the transverse bulkhead), the weight distribution will be biased. Summary of the invention

[0010] The present invention provides a method for drawing a weight curve of a hull structure, the purpose of which is to extract weight and center of gravity data by reasonably dividing the structure into sections, forming a weight curve, and truly and accurately reflecting the longitudinal weight distribution of the hull.

[0011] In order to achieve the above object, the technical solution adopted by the present invention is:

[0012] The method for drawing a weight curve of a hull structure of the present invention takes the maximum values ​​of the weight values ​​in the lateral and height directions of the hull model; the characteristic is that: the drawing method is to set a plurality of transverse limit surfaces in the bow and stern directions of the hull structure according to the actual weight distribution situation in the bow and stern directions of the hull structure, thereby forming a plurality of beam sections; the weight and center of gravity position data of each beam section are respectively extracted, and a weight distribution curve is drawn, so that the curve truly reflects the weight distribution status of the ship in the bow and stern directions.

[0013] The drawing method comprises:

[0014] 1. Analysis of hull structure characteristics;

[0015] 2. Set parallel boundary surfaces of mid-body area, 0.4L area and 0.6L area; where L is the total length of the hull;

[0016] 3. Set the limit interface of the bow bottom impact enhancement area;

[0017] 4. Set the side ice area limit interface;

[0018] 5. Set the limit interface of large deck opening;

[0019] 6. Set up transverse bulkhead limit interface;

[0020] 7. Set the upper structure and deck house boundaries;

[0021] 8. Set up large equipment to strengthen the limit interface;

[0022] 9. Set local special structural limit interface;

[0023] 10. Set the limit interface of the bow and stern thin area;

[0024] 11. Extract the structural weight and center of gravity position data of the beam sections between each boundary surface;

[0025] 12. Draw the weight curve of the hull beam structure.

[0026] The weight curve drawing method adopts a step graph or a smooth arc line to represent the weight distribution in the bow and stern directions of the hull.

[0027] The analysis of the hull structural characteristics includes: understanding the overall layout, line type, ice zone reinforcement, transverse bulkhead arrangement, propulsion shaft system and rudder system, anchor hole or anchor platform arrangement, crane arrangement, structural opening, and superstructure arrangement of the target ship based on the technical specifications, hull manual, line drawing, general arrangement drawing, basic structure drawing, typical cross-sectional drawing, and shell plate development drawing; clarifying the longitudinal distribution related to the structural weight.

[0028] The parallel mid-body area, 0.4L area and 0.6L area are all symmetrically distributed in the bow and stern directions with the midship as the center; the limit interfaces of the parallel mid-body area, 0.4L area and 0.6L area are respectively arranged at the ends of the parallel mid-body area, 0.4L area and 0.6L area in the bow and stern directions.

[0029] The limit interface of the bow bottom impact reinforcement area is arranged at the tail end of the bow bottom impact reinforcement area; the front end of the bow bottom impact reinforcement area is the front end of the bow.

[0030] The side ice zone boundary surface is arranged at the rear end of the side ice zone; the front end of the side ice zone is the front end of the bow.

[0031] The large deck opening limit surface is arranged at the ends of the large deck opening in the bow and stern directions.

[0032] The transverse bulkhead limit surface is arranged at the ends of the transverse bulkhead in the fore and aft directions.

[0033] The upper structure and deck house boundary surfaces are arranged at the ends of the upper structure or the deck house in the bow and stern directions.

[0034] The large equipment reinforcement boundary surface is arranged at the ends of the large equipment installation base in the bow and stern directions. The large equipment includes a ship crane.

[0035] The local special structure boundary surface is arranged at the ends of the local special structure in the bow and stern directions. The local special structure includes a rudder hanging arm, an axle bracket, an anchor platform or an anchor hole.

[0036] The fore and aft tip thin area boundary surface is arranged at the ends of the fore and aft tip thin area in both directions.

[0037] The method for extracting the structural weight and center of gravity position data of the beam section is: after completing the hull structure modeling using three-dimensional modeling software, the weight and center of gravity position data of each beam section are extracted using the analysis tool of TRIBON software.

[0038] The hull structure weight curve is a curve showing the relationship between the length of the ship and the weight of each beam section.

[0039] The hull structure weight curve includes a sudden change form of structure weight and a gradual change form of structure weight; the adjacent weight curves of the sudden change form of structure weight are represented by a step graph; the gradual change form of structure weight is connected by a smooth arc and extends to the adjacent limit interface positions at both ends, and forms a "T"-shaped connection (i.e., a ladder-shaped connection) with the limit interface of the adjacent sudden change form of structure weight, so as to better express the actual situation of structure weight distribution.

[0040] The structural weight mutation forms mentioned include large deck openings, transverse bulkheads, superstructures and deckhouses, reinforcement of large equipment, and local special structures.

[0041] The structural weight gradient includes a 0.4L area, a 0.6L area, a side ice area, a bow bottom impact reinforcement area, and a bow and stern tip thin area.

[0042] The present invention adopts the above technical scheme, which can reasonably divide the structure into sections and extract weight and center of gravity data according to the actual weight distribution of the hull structure; due to the setting of appropriate hull beam sections, the weight and center of gravity data truly and accurately reflect the longitudinal weight distribution of the hull, avoiding deviations in weight distribution during hull design. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] A brief description of the contents shown in the attached figure:

[0044] Figure 1 A flow chart for extracting and drawing a weight curve of a hull structure of the present invention;

[0045] Figure 2 The parallel mid-body, midship 0.4L and 0.6L zone boundary interfaces of the present invention;

[0046] Figure 3 The fore bottom attack reinforcement and the side ice zone boundary position of the present invention;

[0047] Figure 4 The locations of the large structural openings and transverse bulkhead boundaries;

[0048] Figure 5 Strengthen boundary locations for superstructures / deckhouses and large equipment

[0049] Figure 6 Add boundary surface for the thin area of ​​bow and stern

[0050] Figure 7 The layout of the entire ship boundary interface

[0051] Figure 8 Define dialog box for BOX in TRIBON 3D modeling software

[0052] Fig. 9 To extract the hull structure data in the BOX

[0053] Fig.10 The weight center of the hull structure between adjacent boundary surfaces

[0054] Fig.11 This is the weight distribution curve of the whole ship structure. DETAILED DESCRIPTION

[0055] The specific implementation modes of the present invention are further explained in detail below by describing the embodiments with reference to the accompanying drawings, so as to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention.

[0056] like Figure 1 The method for drawing the hull structure weight curve of the present invention is a method for extracting and drawing the hull structure weight curve based on a three-dimensional model, which is required for the total longitudinal strength verification during the ship structure design. This method takes the maximum values ​​of the lateral and height weight values ​​of the hull model.

[0057] In order to solve the problems existing in the prior art and overcome its defects, and to achieve the invention purpose that the weight curve can truly and accurately reflect the longitudinal weight distribution of the hull, the technical solution adopted by the present invention is:

[0058] like Figure 1 As shown, the method for drawing the weight curve of the hull structure of the present invention sets a plurality of transverse limit surfaces in the bow and stern directions of the hull structure according to the actual weight distribution situation in the bow and stern directions, thereby forming a plurality of beam sections; the weight and center of gravity position data of each beam section are respectively extracted to draw the weight distribution curve, so that the curve truly reflects the weight distribution status of the ship in the bow and stern directions.

[0059] The present invention proposes a method that can extract weight center of gravity data by reasonably dividing the structure into sections according to the actual weight distribution of the hull structure, and truly reflect the longitudinal weight distribution. The technical solution is: along the longitudinal coordinate of the hull beam, the range limit conditions are set according to the actual situation of different ship structures;

[0060] Usually, the maximum values ​​are taken in the transverse and height directions of the hull model. In order to reduce the text description, it is only necessary to divide the cross-section of the bow and stern limits of each section. The cross-section needs to consider the longitudinal strength requirements of the 0.4L area and 0.6L area in the middle of the ship, the parallel midbody area, the bow bottom impact reinforcement area, the side ice area, the structural openings, the transverse bulkhead arrangement, the superstructure / deckhouse, the reinforcement of large equipment, and the local special structures (such as the rudder arm, shaft bracket, anchor platform or anchor hole). Appropriate hull beam sections are set, and the weight distribution of the hull beam is expressed by stepped lines or arcs according to the characteristics of each section.

[0061] The drawing methods of the matrix include:

[0062] 1. Analysis of hull structure characteristics;

[0063] 2. Set parallel boundary surfaces of mid-body area, 0.4L area and 0.6L area; where L is the total length of the hull;

[0064] 3. Set the limit interface of the bow bottom impact enhancement area;

[0065] 4. Set the side ice area limit interface;

[0066] 5. Set the limit interface of large deck opening;

[0067] 6. Set up transverse bulkhead limit interface;

[0068] 7. Set the upper structure and deck house boundaries;

[0069] 8. Set up large equipment to strengthen the limit interface;

[0070] 9. Set local special structural limit interface;

[0071] 10. Set the limit interface of the bow and stern thin area;

[0072] 11. Extract the structural weight and center of gravity position data of the beam sections between each boundary surface;

[0073] 12. Draw the weight curve of the hull beam structure.

[0074] The weight curve drawing method adopts a step graph or a smooth arc line to represent the weight distribution in the bow and stern directions of the hull.

[0075] The specific content of the above drawing method is:

[0076] 1. Analysis of hull structure characteristics:

[0077] According to the technical specifications, hull manual, line drawings, general arrangement drawings, basic structure drawings, typical cross-section drawings, and shell plate development drawings, the overall layout, line type, ice zone reinforcement, transverse bulkhead layout, propulsion shaft system and rudder system, anchor hole or anchor platform layout, crane layout, structural openings, superstructure layout, etc. of the target ship, as well as the longitudinal distribution related to the structural weight, are understood.

[0078] 2. Set the position of the boundary surfaces of the parallel mid-body area, the 0.4L area and the 0.6L area amidships:

[0079] The parallel mid-body area, 0.4L area and 0.6L area are all symmetrically distributed in the bow and stern directions with the midship as the center; the limit interfaces of the parallel mid-body area, 0.4L area and 0.6L area are respectively arranged at the ends of the parallel mid-body area, 0.4L area and 0.6L area in the bow and stern directions.

[0080] Figure 2 The middle boundary planes 1 and 2 are parallel to the end positions of the mid-body area, the boundary planes 3 and 4 are the end positions of the 0.4L area amidships, and the boundary planes 5 and 6 are the end positions of the 0.6L area amidships.

[0081] 3. Set the position of the bow bottom impact reinforcement and the side ice zone limit:

[0082] The fore-bottom impact reinforcement area boundary surface is set at the tail end of the fore-bottom impact reinforcement area; the front end of the fore-bottom impact reinforcement area is the front end of the bow. The side ice area boundary surface is set at the tail end of the side ice area; the front end of the side ice area is the front end of the bow.

[0083] Figure 3 The middle boundary 7 is the end position of the side ice zone, and the boundary 8 is the end position of the bow bottom impact reinforcement. Usually, the boundary is added when the ice zone reinforcement is only set at the bow. If the ice zone reinforcement is set over the entire length of the ship, the boundary can be set without considering the setting of the boundary.

[0084] 4. Set the position of the structural large opening limit interface and the transverse bulkhead limit interface:

[0085] The large deck opening limit surface is arranged at the ends of the large structural opening in the bow and stern directions. The transverse bulkhead limit surface is arranged at the ends of the transverse bulkhead in the bow and stern directions.

[0086] The large structural opening indicates that the structural weight within this range is reduced, and the transverse bulkhead indicates that the local weight of the structure is increased. Therefore, limit interfaces need to be set at the bow and stern ends of the large structural opening and the fore and aft sides of the transverse bulkhead.

[0087] Figure 4The middle boundary surface 9 and boundary surface 10 are located at the bow and stern ends of the large deck opening, and the boundary surfaces 11 and 12 are the fore and aft sides of the transverse bulkhead and bulkhead stiffeners, which can generally be 50 to 100 mm away from the transverse bulkhead plate and stiffener structure to avoid weight deviation caused by the direction of the bulkhead plate.

[0088] 5. Set up upper structure, deck house boundary and large equipment reinforcement boundary:

[0089] The upper structure and deck house boundary surfaces are arranged at the ends of the upper structure or the deck house in the bow and stern directions.

[0090] The large equipment reinforcement boundary surface is arranged at the ends of the large equipment installation base in the bow and stern directions. The large equipment includes a ship crane.

[0091] Strengthening of superstructure, deck house and large equipment are all considered as strengthening of local areas, which will inevitably lead to an increase in the weight of the local structure. Figure 5 The middle boundary surface 13 and the boundary surface 14 are located at the fore and aft ends of the superstructure or the deckhouse, and the boundary surface 15 and the boundary surface 16 are located at the fore and aft sides of the crane base.

[0092] 6. Set local special structure limit interface:

[0093] The local special structure boundary surface is arranged at the ends of the local special structure in the bow and stern directions. The local special structure includes a rudder hanging arm, an axle bracket, an anchor platform or an anchor hole.

[0094] Each ship type should take into account the local increase or decrease of the structure according to its own characteristics, and the increase or decrease of the structure should have a greater impact on the structural weight distribution. The limit plane 17 and the limit plane 18 can be further increased, and so on. Generally, the number of structural limit planes of a type of hull beam is set to about 30 to 40, which can achieve the segmentation requirements that are closer to the actual weight distribution.

[0095] 7. Set the limit interface of the bow and stern thin area;

[0096] The fore and aft tip thin area boundary surface is arranged at the ends of the fore and aft tip thin area in both directions.

[0097] The bow and stern of a ship are usually streamlined to reduce navigation resistance, but the weight distribution of the sections in this area is gradual, and 2 to 3 limit surfaces should be appropriately added in this interval.

[0098] Figure 6 The middle boundary surface 17 and the boundary surface 18 are added in the thin area where the bow linear contraction occurs. The purpose is to make the weight of the structure in this area gradually change. Setting more sections to extract the weight center of gravity data can be closer to the weight center of gravity distribution trend.

[0099] 8. Extract the weight and center of gravity data of the structural segments between each adjacent boundary surface:

[0100] The method for extracting the structural weight and center of gravity position data of the beam section is: after completing the hull structure modeling using three-dimensional modeling software, the weight and center of gravity position data of each beam section are extracted using the analysis tool of TRIBON software.

[0101] After the hull structure is completely modeled with dedicated 3D modeling software, the weight and center of gravity data of each section (the entire hull structure between adjacent boundary surfaces) can be extracted using the analysis tools of the TRIBON software.

[0102] It should be noted that a boundary surface is added at the bow and stern ends of the hull (see Figure 7 The limit interfaces 19 and 20 in the figure are convenient for selecting the bow and stern sections. Then, according to the selected limit interfaces, the distance between each limit interface and the coordinate origin is queried. Finally, the hull structure model of the whole ship is retrieved in the 3D modeling software, and the distance between the adjacent limit interfaces and the origin is entered in the "DEFAULT SELECXTION BOX" dialog box ( Figure 8 The X-min and X-max values ​​are the coordinate values ​​from the origin in the dialog box. The Y and Z values ​​in the dialog box do not need to be entered, that is, the default is the maximum width and maximum height limits.

[0103] Note: When the distance between the boundary surfaces obtained by the above method is less than 1 rib distance, one adjacent boundary surface can be cancelled, such as Figure 7 Of the limit interfaces 8 and 10, one limit interface 8 can be cancelled (the bow bottom attack reinforcement tail end position belongs to the weight gradient, while the limit interface 10 is the weight mutation end and should be retained).

[0104] According to the limit interface set in BOX, the hull structure model in BOX is displayed, and then the weight and center of gravity data can be obtained by using the command of extracting hull material parameters in the software, see Fig. 9 and Fig.10 .

[0105] 9. Draw the length / weight curve according to the position of each boundary surface and the weight center of each hull structure section:

[0106] The hull structure weight curve is a curve showing the relationship between the length of the ship and the weight of each beam section, such as Fig.11 shown.

[0107] The hull structure weight curve includes a sudden change form of structure weight and a gradual change form of structure weight; the adjacent weight curves of the sudden change form of structure weight are represented by step graphs; the gradual change form of structure weight is connected by smooth arcs and extends to the adjacent limit interface positions at both ends, and forms a ladder-shaped connection with the limit interface of the adjacent sudden change form of structure weight, so as to better express the actual situation of structure weight distribution.

[0108] The sudden changes in structural weight include large deck openings, transverse bulkheads, superstructures and deckhouses, large equipment reinforcements, and local special structures. The gradual changes in structural weight include 0.4L area, 0.6L area, side ice area, bow bottom impact reinforcement area, and bow and stern tip thin area.

[0109] When drawing the hull structure weight curve, it should be noted that deck openings, transverse bulkheads, deckhouses, large structural reinforcements, and local special structures are in the form of weight mutations. Adjacent weight curves are represented by step lines, while the 0.4L area, 0.6L area, ice area reinforcement, bow bottom impact reinforcement, bow and stern tip thin area, etc. are in the form of structural weight gradients. They should be connected with continuous arcs and extended to the adjacent limit interface positions at both ends, and form a "T"-shaped connection (i.e., a trapezoidal connection) with the adjacent limit interface of the structural weight mutation to better express the actual situation of the structural weight distribution.

[0110] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A method for drawing a weight curve of a hull structure, taking the maximum values ​​of the weight values ​​in the lateral and height directions of the hull model; Features: The drawing method is to set a plurality of transverse limit surfaces in the bow and stern directions of the hull structure according to the actual weight distribution in the bow and stern directions of the hull structure, thereby forming a plurality of beam sections; respectively extract the weight and center of gravity position data of each beam section, and draw a weight distribution curve so that the curve truly reflects the weight distribution status of the ship in the bow and stern directions; The drawing method comprises: 1) Analysis of hull structural characteristics; 2) Set parallel boundary surfaces of mid-body area, 0.4L area and 0.6L area; where L is the total length of the hull; 3) Setting the limit interface of the bow bottom impact reinforcement area; 4) Setting the side ice zone limit interface; 5) Set the limit interface of large deck opening; 6) Set up transverse bulkhead boundary surface; 7) Setting the upper structure and deck house boundary interface; 8) Set up large equipment to strengthen the limit interface; 9) Set local special structural boundary interface; 10) Set the limit interface of the bow and stern thin area; 11) Extract the structural weight and center of gravity position data of the beam sections between each boundary surface; 12) Draw the hull structure weight curve.

2. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The weight curve drawing method adopts a step graph or a smooth arc line to represent the weight distribution in the bow and stern directions of the hull.

3. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The analysis of the hull structural characteristics includes: understanding the overall layout, line type, ice zone reinforcement, transverse bulkhead arrangement, propulsion shaft system and rudder system, anchor hole or anchor platform arrangement, crane arrangement, structural opening, and superstructure arrangement of the target ship based on the technical specifications, hull manual, line drawing, general arrangement drawing, basic structure drawing, typical cross-sectional drawing, and shell plate development drawing; clarifying the longitudinal distribution related to the structural weight.

4. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The parallel mid-body area, 0.4L area and 0.6L area are all symmetrically distributed in the bow and stern directions with the midship as the center; the limit interfaces of the parallel mid-body area, 0.4L area and 0.6L area are respectively arranged at the ends of the parallel mid-body area, 0.4L area and 0.6L area in the bow and stern directions.

5. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The limit interface of the bow bottom impact reinforcement area is arranged at the tail end of the bow bottom impact reinforcement area; the front end of the bow bottom impact reinforcement area is the front end of the bow.

6. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The side ice zone boundary surface is arranged at the rear end of the side ice zone; the front end of the side ice zone is the front end of the bow.

7. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The large deck opening limit surface is arranged at the ends of the large deck opening in the bow and stern directions.

8. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The transverse bulkhead limit surface is arranged at the ends of the transverse bulkhead in the fore and aft directions.

9. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The upper structure and deck house boundary surfaces are arranged at the ends of the upper structure or the deck house in the bow and stern directions.

10. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The large equipment reinforcement boundary surface is arranged at the ends in the bow and stern directions of the large equipment installation base.

11. The method for drawing a hull structure weight curve according to claim 10, characterized in that: The large equipment includes a ship crane.

12. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The local special structure boundary surface is arranged at the ends of the local special structure in both the bow and stern directions.

13. The method for drawing a hull structure weight curve according to claim 12, characterized in that: The local special structure includes a rudder hanging arm, an axle bracket, an anchor platform or an anchor hole.

14. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The fore and aft tip thin area boundary surface is arranged at the ends of the fore and aft tip thin area in both directions.

15. The method for drawing a hull structure weight curve according to claim 1, characterized in that: The method for extracting the structural weight and center of gravity position data of each beam section is as follows: after completing the hull structure modeling using three-dimensional modeling software, the weight and center of gravity position data of each beam section are extracted using the analysis tool of TRIBON software.

16. The method for drawing a hull structure weight curve according to claim 15, characterized in that: The hull structure weight curve includes a sudden change form of structure weight and a gradual change form of structure weight; the adjacent weight curves of the sudden change form of structure weight are represented by step graphs; the gradual change form of structure weight is connected by smooth arcs and extends to the adjacent limit interface positions at both ends, and forms a "T"-shaped connection with the limit interface of the adjacent sudden change form of structure weight, so as to better express the actual situation of structure weight distribution.

17. The method for drawing a hull structure weight curve according to claim 16, characterized in that: The structural weight mutation forms mentioned include large deck openings, transverse bulkheads, superstructures and deckhouses, reinforcement of large equipment, and local special structures.

18. The method for drawing a hull structure weight curve according to claim 16, characterized in that: The structural weight gradient includes a 0.4L area, a 0.6L area, a side ice area, a bow bottom impact reinforcement area, and a bow and stern tip thin area.

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