A method of ship hull lines control

Abstract

The application belongs to the ship hull line control method in the ship manufacturing technical field. If the stern shaft hub tail end diameter d(3) is not equal to the stern post outlet end diameter D(1) or the error exceeds the set range, the horizontal distance l between the stern post outlet end and the rudder center line and the horizontal distance l(4) between the stern shaft hub tail end and the rudder center line are not equal or the error exceeds the set range, the diameter D(1) of the stern post outlet end and the diameter d(3) of the stern shaft hub tail end are modified until they are equal or the error is within the set range, and the horizontal distance L(2) between the stern post outlet end and the rudder center line and the horizontal distance l(4) between the stern shaft hub tail end and the rudder center line are equal or the error is within the set range. The ship hull line control method effectively solves the matching problem of the stern shaft hub and the stern post outlet line in the ship design stage, ensures the hydrodynamic performance of the ship hull line after the ship manufacturing is completed, meets the installation requirements of the stern shaft, prevents the delay of the construction period and the increase of the cost in the later modification.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of ship manufacturing, and more particularly to a ship hull line control method. BACKGROUND

[0002] The hull line is a curve method for representing the shape of a ship body. Due to the special shape of the ship, three groups of mutually perpendicular planes intersect the ship body to obtain three groups of curves to represent the shape of the ship in each direction. The curves obtained by intersecting the ship body with a plurality of horizontal planes, transverse vertical planes and longitudinal vertical planes are respectively called "waterline", "transverse section line" and "longitudinal section line". The hull line is related to the overall design of the technical and economic performance of the ship, and it is closely related to the static and dynamic performance, general arrangement, structure and construction process of the ship, and is an important indicator for evaluating the quality of the ship design. Therefore, the hull line design problem is considered when determining the overall concept and main elements in the initial stage of ship design. The main aspects include the following: (1) ensuring that the designed ship has good performance. Generally speaking, the hull line below the waterline of the ship determines the buoyancy, stability, rapidity, maneuverability and wave resistance of the ship; the hull line above the waterline has a significant impact on the wave resistance, stability, compartmentation and damage stability of the ship. (2) Coordination with the general arrangement and overall structure. Including volume, deck position, position of bulkhead, hatch size, arrangement of engine room and equipment, adjustment of floating state, etc. (3) Reasonable structure, convenient construction and maintenance. For example, from the perspective of technology, the surface of the ship body should as far as possible use developable curved surface or plane and corner line to form simple hull line, which is beneficial to reduce the cost, but is not conducive to the rapidity of the ship, so the selection of the scheme needs to be weighed according to the specific circumstances. After the main elements of the ship are determined, the hull line design is usually carried out in cooperation with the general arrangement design and the overall structure design, and the hull line of important products often needs to be determined through the water tank test to determine the characteristics of the bow and stern line. In addition to the water tank test, another factor that greatly affects the hull line at the outlet of the ship stern column is the shaft (shaft hub) torsional vibration calculation, and the calculation result directly affects the positioning and parameters of the stern shaft hub.

[0003] Defects of prior art: the ship design has a complex and long design cycle from the early preliminary design, to the intermediate detailed design, to the later production design, especially the preliminary design and the detailed design, which need to continuously optimize the design scheme. Therefore, the pool test of the ship body is carried out to demonstrate at an early stage, and the outlet profile of the stern post of the ship body is only generally processed, and some detailed design is not considered to match the stern shaft hub. The shafting is usually packaged to the equipment factory by the shipyard, and the shafting manufacturer carries out the shafting torsional vibration calculation. In order to find the optimal scheme, the manufacturer may adjust the front and rear positions and the diameter of the stern shaft hub (the shaft diameter is required) to meet the needs of the torsional vibration calculation. The above-mentioned ship body pool test and the torsional vibration calculation of the stern shaft are actually carried out separately, so that the outlet profile of the stern post of the main ship body and the positioning of the stern shaft hub calculated by the torsional vibration calculation are different. However, the stern shaft hub needs to be finally installed on the ship body, and all the mismatches need to be eliminated in the assembly process and meet the use requirements. Therefore, there are problems to be solved in the prior art.

[0004] There is a technology named "a mounting structure of stern post and tail fin" and a publication number "CN205971733U" in the prior art, which provides a mounting structure of stern post and tail fin, which comprises a stern post and a plurality of tail fins. The stern post comprises a stern tip cabin composed of left and right outer plates and a spiral shaft hub arranged below the stern tip cabin. The tail fins are fixedly arranged on the left half or right half of the outer circumferential surface of the spiral shaft hub at equal intervals. The technology can effectively improve the wake condition at the propeller, reduce the resistance of water to the ship body, improve the propulsion efficiency, make the ship travel faster under the same power, and make the sailing direction more stable.

[0005] However, the technology does not involve the technical problems and technical schemes of the present application. SUMMARY

[0006] The technical problem to be solved by the present application is: in view of the deficiencies of the prior art, a simple step is provided to effectively solve the matching problem of the stern shaft hub and the outlet profile of the stern post of the ship body in the ship body design stage, and the profile is extended and transitioned. The method is simple and effective, which guarantees the hydrodynamic performance of the ship body profile after the completion of ship manufacturing, meets the installation requirements of the stern shaft, exposes the profile matching problem in advance, prevents the modification from delaying the construction period and increasing the cost. The ship body profile control method of the main ship body and the propeller shaft fully coordinated after the installation of the stern shaft and the propeller.

[0007] To solve the above technical problems, the technical scheme adopted by the present application is:

[0008] The ship body profile control method of the present application comprises the following control steps:

[0009] S1. The ship hull lines include a stern post outlet end diameter D, a stern post outlet end distance from the rudder stock center line horizontal distance L, a stern shaft hub tail end diameter d, a stern shaft hub tail end distance from the rudder stock center line horizontal distance l;

[0010] S2. If the stern post outlet end diameter D and the stern shaft hub tail end diameter d are equal or the error is within the set range, the stern post outlet end distance from the rudder stock center line horizontal distance L and the stern shaft hub tail end distance from the rudder stock center line horizontal distance l are equal or the error is within the set range, then the hull lines are three-dimensionally fairing;

[0011] S3. If the stern post outlet end diameter D and the stern shaft hub tail end diameter d are not equal or the error exceeds the set range, the stern post outlet end distance from the rudder stock center line horizontal distance L and the stern shaft hub tail end distance from the rudder stock center line horizontal distance l are not equal or the error exceeds the set range, then the stern post outlet end diameter D and the stern post outlet end distance from the rudder stock center line horizontal distance L are modified until the stern post outlet end diameter D and the stern shaft hub tail end diameter d are equal or the error is within the set range, the stern post outlet end distance from the rudder stock center line horizontal distance L and the stern shaft hub tail end distance from the rudder stock center line horizontal distance l are equal or the error is within the set range, then the hull lines are three-dimensionally fairing, and the ship hull line control is completed.

[0012] When the stern post outlet end diameter D and the stern post outlet end distance from the rudder stock center line horizontal distance L are modified, the stern post outlet transition section boundary surface is selected. When selecting, the stern post outlet transition section boundary surface is located at the position of 300mm-400mm of the stern post outlet end extending to the rear of the ship body.

[0013] The side profile line from the stern post outlet transition section boundary surface to the stern post outlet end is modified. When modifying the side profile line, three-point circular arcs are connected between the stern post outlet transition section boundary surface and the stern post outlet end. The three points of the circular arc are respectively at the stern post outlet end, the stern post outlet transition section boundary surface, and 0mm-50mm of the stern post outlet transition section boundary surface towards the bow direction. The connecting line of the three points of the circular arc forms a new side profile line.

[0014] The waterline at the stern shaft center line from the stern post outlet transition section boundary surface to the stern post outlet end is modified. When modifying, three-point circular arcs are connected between the stern post outlet transition section boundary surface and the stern post outlet end. The three points of the circular arc are respectively at the stern post outlet end, the stern post outlet transition section boundary surface, and the waterline at the stern shaft center line at 0mm-50mm of the stern post outlet transition section boundary surface towards the bow direction.

[0015] The side profile line from the stern post outlet transition section boundary surface to the stern post outlet end is modified. When modifying the side profile line, three-point circular arcs are connected between the stern post outlet transition section boundary surface and the stern post outlet end. The three points of the circular arc are respectively at the stern post outlet end, the stern post outlet transition section boundary surface, and 0mm-50mm of the stern post outlet transition section boundary surface towards the bow direction. The connecting line of the three points of the circular arc forms a new side profile line.

[0016] The side profile line from the stern post outlet transition section boundary surface to the stern post outlet end is modified. When modifying the side profile line, three-point circular arcs are connected between the stern post outlet transition section boundary surface and the stern post outlet end. The three points of the circular arc are respectively at the stern post outlet end, the stern post outlet transition section boundary surface, and 0mm-50mm of the stern post outlet transition section boundary surface towards the bow direction. The connecting line of the three points of the circular arc forms a new side profile line.

[0017] After the diameter D of the stern post outlet end and the diameter d of the stern shaft hub tail end are equal or the error is within the set range, and the horizontal distance L of the stern post outlet end from the rudder stock center line and the horizontal distance l of the stern shaft hub tail end from the rudder stock center line are equal or the error is within the set range, the hull lines are three-dimensionally fairing.

[0018] The technical scheme of the present application has the following working principle and advantages:

[0019] The ship hull line control method provided by the present application has the following technical scheme: after the diameter D of the stern post outlet end and the diameter d of the stern shaft hub tail end are equal or the error is within the set range, and the horizontal distance L of the stern post outlet end from the rudder stock center line and the horizontal distance l of the stern shaft hub tail end from the rudder stock center line are equal or the error is within the set range, the hull lines are three-dimensionally fairing. BRIEF DESCRIPTION OF DRAWINGS

[0020] The following is a brief description of the content expressed by each drawing of the present specification and the labels in the drawings:

[0021] Figure 1 The flowchart of the ship hull line control method provided by the present application is shown in the figure.

[0022] Figure 2This is a schematic diagram of the structure of the ship described in this invention when the diameter D at the sternpost outlet end and the diameter d at the stern shaft hub tail end are not equal or the error exceeds the set range.

[0023] Figure 3 This is a schematic diagram illustrating the modification of the side profile of the hull lines described in this invention.

[0024] Figure 4 This is a schematic diagram illustrating the modification of the waterline at the stern axis centerline of the hull shape described in this invention.

[0025] Figure 5 This is a schematic diagram of the densified station lines and densified longitudinal sections of the hull lines from the interface to the sternpost exit section as described in this invention.

[0026] The markings in the attached diagram are as follows: 1. Diameter D of the sternpost exit end; 2. Horizontal distance L from the sternpost exit end to the rudder centerline; 3. Diameter d of the stern shaft hub aft end; 4. Horizontal distance l from the stern shaft hub aft end to the rudder centerline; 5. Interface of the sternpost exit transition section; 6. Sternpost exit end; 7. Side profile line; 8. Waterline at the stern shaft centerline; 9. Hull lines; 10. Enlarged station lines (enlarged longitudinal sections); 11. Longitudinal section. Detailed Implementation

[0027] The following description, with reference to the accompanying drawings, provides a more detailed explanation of the specific embodiments of the present invention, including the shape and structure of each component, the relative positions and connections between the parts, the functions and working principles of each part:

[0028] As attached Figure 1 - Appendix Figure 5 As shown, this invention is a method for controlling the hull lines of a ship. The control steps of the method include:

[0029] S1. The ship hull lines include a stern post outlet end diameter D1, a stern post outlet end distance from the rudder center line horizontal distance L2, a stern shaft hub tail end diameter d3, a stern shaft hub tail end distance from the rudder center line horizontal distance l4; S2. If the stern post outlet end diameter D1 and the stern shaft hub tail end diameter d2 are equal or the error is within the set range, the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are equal or the error is within the set range, then the hull lines are three-dimensionally fairing; S3. If the stern post outlet end diameter D1 and the stern shaft hub tail end diameter d3 are not equal or the error exceeds the set range, the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are not equal or the error exceeds the set range, then the stern post outlet end diameter D1 and the stern post outlet end distance from the rudder center line horizontal distance L2 are modified until the stern post outlet end diameter D1 and the stern shaft hub tail end diameter d3 are equal or the error is within the set range, the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are equal or the error is within the set range, then the hull lines are three-dimensionally fairing, and the ship hull line control is completed. The above structure improves the technical scheme according to the deficiencies in the prior art. In the prior art, the ship hull stern post outlet line is generally processed, and some detailed design does not consider matching with the stern shaft hub in the early stage. The shafting is usually packaged to the equipment factory by the shipyard, and the shafting torsional vibration calculation is performed by the shafting manufacturer. Therefore, the two are separated, and when the two components are assembled after being respectively prepared, if the stern post outlet end diameter D1 and the stern shaft hub tail end diameter d3 are not equal or the error exceeds the set range, or the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are not equal or the error exceeds the set range, the modification cannot be performed on site, and the continuous construction work is affected. Therefore, the technical concept of the present application is that after the ship hull stern post and the shafting are respectively designed, the related parameters of the two components are determined, and then the four values of the stern post outlet end diameter D1, the stern post outlet end distance from the rudder center line horizontal distance L2, the stern shaft hub tail end diameter d3, and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are measured and compared. The stern post outlet end diameter D1 and the stern shaft hub tail end diameter d2 are compared, and the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are compared. According to the comparison result, the next operation is selected to be performed, that is, the hull lines are three-dimensionally fairing, or the stern post outlet end diameter D1 and the stern post outlet end distance from the rudder center line horizontal distance L2 are modified until the stern post outlet end diameter D1 and the stern shaft hub tail end diameter d3 are equal or the error is within the set range, and the stern post outlet end distance from the rudder center line horizontal distance L2 and the stern shaft hub tail end distance from the rudder center line horizontal distance l4 are equal or the error is within the set range.Therefore, whether the stern post and the shaft system match the requirements can be determined without waiting for the on-site assembly of the stern post and the shaft system, and the modification can be performed in advance, so that the work load of rework is effectively reduced, and the shipbuilding efficiency is improved. The ship body line control method has the steps of effectively solving the matching problem of the stern shaft hub and the stern post outlet line in the ship body design stage, and extending and transitioning the lines, and has the advantages of simple method, effectively solving the matching problem of the stern shaft hub and the stern post outlet line, ensuring the hydrodynamic performance of the ship body line after the ship is manufactured, meeting the installation requirements of the stern shaft, exposing the line matching problem in advance, preventing the modification from delaying the construction period and increasing the cost, and fully coordinating the main ship body and the propeller shaft after the propeller is installed on the stern shaft of the actual ship.

[0030] When the diameter D1 of the stern post outlet end and the horizontal distance L3 of the stern post outlet end from the rudder stock center line are modified, the stern post outlet transition section dividing surface 5 is selected. When selecting, the stern post outlet transition section dividing surface 5 is located at a position of extending 300mm-400mm from the stern post outlet end 6 to the rear of the ship body. In the technology of the present application, in order to modify the diameter D1 of the stern post outlet end and the horizontal distance L3 of the stern post outlet end from the rudder stock center line, the stern post outlet transition section dividing surface 5 needs to be selected in order to accurately determine.

[0031] When the side profile line 7 of the stern post outlet transition section dividing surface 5 to the stern post outlet end 6 is modified, three-point circular arcs are connected between the stern post outlet transition section dividing surface 5 and the stern post outlet end 6. The three points of the circular arc are respectively at the stern post outlet end 6, the stern post outlet transition section dividing surface 5, and the stern post outlet transition section dividing surface 5 in the direction of the bow 0mm-50mm. The connecting line of the three points of the circular arc forms a new side profile line 7. The above steps facilitate reliable modification of the side profile line 7 of the stern post outlet transition section dividing surface 5 to the stern post outlet end 6.

[0032] When the waterline 8 at the stern shaft center line of the stern post outlet transition section dividing surface 5 to the stern post outlet end 6 is modified, three-point circular arcs are connected between the stern post outlet transition section dividing surface 5 and the stern post outlet end 6. The three points of the circular arc are respectively at the stern post outlet end 6, the stern post outlet transition section dividing surface 5, and the waterline 8 at the stern shaft center line of the stern post outlet transition section dividing surface 5 in the direction of the bow 0mm-50mm. The above steps facilitate reliable modification of the waterline 8 at the stern shaft center line of the stern post outlet transition section dividing surface 5 to the stern post outlet end 6. After the side profile line 7 and the waterline 8 at the stern shaft center line are respectively modified, the modification of the diameter D1 of the stern post outlet end and the horizontal distance L3 of the stern post outlet end from the rudder stock center line is completed, and the technical problem of the present application is solved.

[0033] The side profile line 7 of the stern shaft hub tail end 6 is modified from the stern shaft outlet transition section boundary surface 5, and the waterline 8 at the stern shaft center line is modified from the stern shaft outlet transition section boundary surface 5 to the stern shaft outlet end 6. After the modification of the corresponding parts, the smooth processing is required.

[0034] After the modification, the diameter D1 of the stern shaft outlet end and the diameter d3 of the stern shaft hub tail end are equal or the error is within the set range, the horizontal distance L2 of the stern shaft outlet end from the rudder center line and the horizontal distance l4 of the stern shaft hub tail end from the rudder center line are equal or the error is within the set range, and then the hull lines are three-dimensionally smoothed. After the modification of the diameter D1 of the stern shaft outlet end and the horizontal distance L3 of the stern shaft outlet end from the rudder center line, the corresponding data indicators meet the requirements, and the next process is performed.

[0035] The ship hull line control method provided by the present application improves the technical solution in view of the deficiencies in the prior art. In the prior art, the hull stern shaft outlet line is generally processed, and some detailed design does not consider the matching with the stern shaft hub in the early stage. The shafting is usually packaged by the shipyard to the equipment factory, and the shafting torsional vibration calculation is performed by the shafting manufacturer. Therefore, the two are separated, and when the two components are prepared and assembled, if the diameter D1 of the stern shaft outlet end and the diameter d3 of the stern shaft hub tail end are not equal or the error exceeds the set range, or the horizontal distance L2 of the stern shaft outlet end from the rudder center line and the horizontal distance l4 of the stern shaft hub tail end from the rudder center line are not equal or the error exceeds the set range, the modification cannot be performed on site, which affects the continuation of the construction work. Therefore, the technical concept of the present application is that after the hull stern shaft and the shafting are designed respectively, the related parameters of the two components are determined, and then the four values of the diameter D1 of the stern shaft outlet end, the horizontal distance L2 of the stern shaft outlet end from the rudder center line, the diameter d3 of the stern shaft hub tail end, and the horizontal distance l4 of the stern shaft hub tail end from the rudder center line are measured. Then, the diameter D1 of the stern shaft outlet end is compared with the diameter d2 of the stern shaft hub tail end, and the horizontal distance L2 of the stern shaft outlet end from the rudder center line is compared with the horizontal distance l4 of the stern shaft hub tail end from the rudder center line. According to the comparison result, the next operation is selected, the hull lines are three-dimensionally smoothed, or the diameter D1 of the stern shaft outlet end and the horizontal distance L2 of the stern shaft outlet end from the rudder center line are modified until the diameter D1 of the stern shaft outlet end and the diameter d3 of the stern shaft hub tail end are equal or the error is within the set range, and the horizontal distance L2 of the stern shaft outlet end from the rudder center line and the horizontal distance l4 of the stern shaft hub tail end from the rudder center line are equal or the error is within the set range. In this way, without waiting for the hull stern shaft and the shafting to be assembled on site, it can be determined whether the matching of the two meets the requirements, and the modification is performed in advance, so that the manufacturing process is simplified, the workload of rework is effectively reduced, and the shipbuilding efficiency is improved.

[0036] The application has been described above by way of illustration, and it will be apparent that the inventive concept can be carried out by means of various modifications and adaptations without departing from the scope of the application, and that the inventive concept and technical solutions can be directly applied to other fields without modification.

Claims

1. A method for controlling the hull lines of a ship, characterized in that: The control steps of the aforementioned ship hull lines control method include: S1. The ship's hull lines include the diameter D (1) at the sternstock outlet end, the horizontal distance L (2) from the sternstock outlet end to the rudder centerline, the diameter d (3) at the stern hub end, and the horizontal distance l (4) from the stern hub end to the rudder centerline. S2. If the diameter D(1) at the stern post outlet end and the diameter d(3) at the stern shaft hub tail end are equal or the error is within the set range, and the horizontal distance L(2) from the stern post outlet end to the rudder center line and the horizontal distance l(4) from the stern shaft hub tail end to the rudder center line are equal or the error is within the set range, then the hull lines are smoothed in three dimensions. S3. If the diameter D(1) at the stern post outlet end and the diameter d(3) at the stern shaft hub end are not equal or the error exceeds the set range, and the horizontal distance L(2) from the stern post outlet end to the center line of the rudder stick and the horizontal distance l(4) from the stern shaft hub end to the center line of the rudder stick are not equal or the error exceeds the set range, then modify the diameter D(1) at the stern post outlet end and the horizontal distance L(2) from the stern post outlet end to the center line of the rudder stick until the diameter D(1) at the stern post outlet end and the diameter d(3) at the stern shaft hub end are equal or the error is within the set range, and the horizontal distance L(2) from the stern post outlet end to the center line of the rudder stick and the horizontal distance l(4) from the stern shaft hub end to the center line of the rudder stick are equal or the error is within the set range, then perform three-dimensional smoothing of the hull lines to complete the hull line control of the ship.

2. The ship hull lines control method according to claim 1, characterized in that: When modifying the diameter D (1) of the stern post outlet end and the horizontal distance L (2) from the stern post outlet end to the center line of the rudder stock, the interface (5) of the stern post outlet transition section is selected. When selecting, the interface (5) of the stern post outlet transition section is located 300mm-400mm from the stern post outlet end (6) to the rear of the hull.

3. The ship hull lines control method according to claim 2, characterized in that: Modify the side profile line (7) from the sternpost outlet transition section interface (5) to the sternpost outlet end (6). When modifying the side profile line (7), connect the three points of the arc between the sternpost outlet transition section interface (5) and the sternpost outlet end (6). The three points of the arc are respectively at the sternpost outlet end (6), the sternpost outlet transition section interface (5), and 0mm-50mm from the sternpost outlet transition section interface (5) towards the bow. The line connecting the three points of the arc forms a new side profile line (7).

4. The ship hull lines control method according to claim 2, characterized in that: Modify the waterline (8) at the center line of the stern shaft from the stern exit transition section interface (5) to the stern exit end (6). When modifying, connect the stern exit transition section interface (5) and the stern exit end (6) with a three-point arc. The three points of the arc are respectively on the stern exit end (6), the stern exit transition section interface (5), and the waterline (8) at the center line of the stern shaft 0mm-50mm from the stern exit transition section interface (5) towards the bow.

5. The ship hull lines control method according to claim 3, characterized in that: Modify the side profile (7) from the stern pillar outlet transition section interface (5) to the stern pillar outlet end (6), and smooth the side profile (7).

6. The ship hull lines control method according to claim 4, characterized in that: After modifying the waterline (8) at the center line of the stern shaft from the stern shaft outlet transition section interface (5) to the stern shaft outlet end (6), the waterline (8) at the center line of the stern shaft is smoothed.

7. The ship hull lines control method according to claim 1 or 2, characterized in that: After the modification is made so that the diameter D(1) of the stern post outlet end and the diameter d(3) of the stern shaft hub tail end are equal or the error is within the set range, and the horizontal distance L(2) of the stern post outlet end from the rudder center line and the horizontal distance l(4) of the stern shaft hub tail end from the rudder center line are equal or the error is within the set range, the hull lines are then three-dimensionally smoothed.

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