Sectional division method for methanol filling ship

Abstract

The invention provides a sectionalized division method for a methanol filling ship. The sectionalized division method specifically comprises the following steps that S1, the whole ship is divided into a cabin and stern area, a cargo oil tank area, a bow area and a stern uploading area according to areas; the cargo oil tank area, the engine room and the stern area are divided by taking a pump room bow bulkhead as a boundary, the cargo oil tank area and the ship bow area are divided by taking a first cargo oil tank bow bulkhead as a boundary, and the stern superstructure area and the main ship body area are divided by taking a main deck as a boundary; s2, the cargo oil tank area is segmented into a double-layer bottom segment, two side tank segments and a deck segment; s3, the engine room and stern area is divided into an engine room double-layer bottom section, an engine room section and a stern section in a segmented mode; s4, dividing the ship bow area into a bow section, a forecastle section, a bulwark section and a fan chamber section; and S5, the stern superstructure area is divided into a cabin and superstructure mixing area section and a building chimney area section in a segmented mode. According to the sectionalized dividing method for the methanol filling ship, the completeness of outfitting parts is improved, and the building period of a slipway is shortened.

Description

Technical Field

[0001] The invention belongs to the technical field of shipbuilding, and in particular relates to a segmentation method for a methanol bunkering ship. Background Art

[0002] The 6,500 cubic meter methanol bunkering ships currently undertaken have the characteristics of small ship type, double engines and double propellers, large bow and stern lines, many outer plate angles, dense pipe and electrical layout, and special coating on the entire cargo oil tank. The general segmentation method of bulk carriers is to divide the longitudinal and transverse bulkheads into sections separately or add breaks on the longitudinal and transverse bulkheads to bring in double bottom or side tank structures. The former will produce more sections, resulting in a more fragmented hull structure, and the latter will increase the complexity of the double bottom or side tank structure. The increase in processes will extend the construction period of the hull sections. Methanol bunkering ships are generally smaller in size and have fewer overall sections. If the main deck is only divided into ordinary deck sections, and the longitudinal and transverse bulkheads are welded to the deck during the assembly stage, the overall construction period of the ship will be increased. Therefore, scientific segmentation work is particularly important. Summary of the invention

[0003] In view of the above problems, the present invention provides a method for segmenting a methanol bunkering ship.

[0004] To achieve the above object, the present invention adopts the following technical solution: A method for segmenting a methanol bunkering ship comprises the following steps: S1. The whole ship is divided into the engine room and stern area, cargo oil tank area, bow area, and stern superstructure area; the cargo oil tank area is divided from the engine room and stern area by the bow bulkhead of the pump room, the cargo oil tank area is divided from the bow area by the bow bulkhead of No. 1 cargo oil tank, and the stern superstructure area is divided from the engine room and stern area by the main deck; S2. The cargo oil tank area is divided into a double bottom section, two side tank sections and one deck section; S3. The engine room and stern area are divided into engine room double bottom section, engine room section and stern section; S4. The bow area is divided into bow section, forecastle section, bulwark section and fan room section; S5. The stern upper structure area is divided into the engine room and upper structure mixing area section and the tower chimney area section.

[0005] Furthermore, the double bottom segment includes a structural area formed by a bottom outer plate and an inner bottom plate area; the side tank segment includes a structural area formed by a lateral outer plate and a longitudinal bulkhead area, and the lower end of the segment is connected to the double bottom segment; the deck segment includes a main deck segment, a longitudinal bulkhead and a transverse bulkhead.

[0006] Further, in S2, the double bottom segment includes a CM node.

[0007] Furthermore, in S2, a plurality of segmented turning over and transferring hanging weights, two segmented hanging weight reinforcements and segmented edge reinforcements are arranged on the main deck segment, and the plurality of segmented turning over and transferring hanging weights are symmetrically arranged relative to the middle longitudinal wall, and the segmented edge reinforcements are perpendicular to the segmented hanging weight reinforcements, and are arranged along the side edge of the segmented turning over and transferring hanging weights. The segmented edge reinforcements are circular tube reinforcements, and the extension direction of the circular tube reinforcements is parallel to the transverse bulkhead, and the length is the same as the length of the main deck along the transverse bulkhead direction. The circular tube reinforcements are connected to the main deck through a plurality of spaced connecting ear plates; the two segmented hanging weight reinforcements are spaced along the length direction of the circular tube reinforcements.

[0008] Furthermore, in S2, an upper bevel and a lower bevel are respectively provided at the upper end and the lower end of the side surface of one end of the transverse bulkhead away from the longitudinal bulkhead, a large closing compensation of 6 mm is provided at the corner joint edge of the transverse bulkhead and the inner bottom plate, and an assembly compensation of 5 mm is provided at the lower bevel. If the assembly compensation amount of 5A affects the lifting of the sections, trimming is performed; an assembly compensation of 3 mm is provided at the upper bevel. If the assembly compensation of 3 mm affects the pulling of the side tank sections, trimming is performed.

[0009] Furthermore, the engine room double bottom section includes a structural area formed by the ship bottom outer plate and the engine room inner bottom platform and a double-tunnel engine room double bottom section, and the upper opening is disconnected along the outer plate corner position; the engine room (EDXX) section includes a structural area where the engine room platform is connected to the engine room double bottom downwards, and a structural area formed by the main deck downwards to the engine room platform, which is divided by layer; The stern section (AGXX) includes the stern column area and the stern technical water tank area.

[0010] Furthermore, in said S3, the double bottom section and the cabin section are, in principle, divided into large sections as one section only if they are not overweight. If they are overweight, the section is further divided into front and rear sections; the stern section is only divided into the main structure, and the rudder blade section is divided into separate sections.

[0011] Further, in S4, the bow section includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the forecastle section includes the structural area above the main deck; the thruster area is divided into one bow section as a whole; a diesel engine entry opening is opened on the forepeak bulkhead; and the forecastle section includes the entire anchor base area.

[0012] Furthermore, in S5, the engine room and superstructure mixed area includes the area connected to the hull outer plate between the main deck and the forecastle deck; the forecastle chimney area includes all areas above the poop deck; the bow section includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the forecastle section includes the structural area above the main deck.

[0013] Furthermore, in S5, the chimney area of ​​the building is divided into one section per floor; the cabin and upper building mixing area are divided into two sections according to the front and rear sections.

[0014] Compared with the prior art, the present invention has the following beneficial effects: By dividing the cargo tank area into large sections, the process is effectively moved forward, which is equivalent to the middle assembly of the deck sections and bulkhead sections in the conventional division method being completed in advance at the segment stage, which can effectively reduce the assembly cycle and thus greatly improve the construction efficiency of the slipway; By dividing the double bottom of the engine room into large sections, the cargo oil pump base and the main engine base are divided into the same section, which can be controlled during the section construction process, thus improving the accuracy; By dividing other areas into large sections, the shipyard's construction capacity is efficiently utilized. The poop deck is divided into one section per floor, and the bow is divided into only two sections, which effectively reduces the number of sections of the entire ship and shortens the slipway assembly cycle.

[0015] In summary, compared with the existing technology, the present invention is more scientific and reasonable, closer to the actual construction of the shipyard, and has the advantages of reducing the number of closing hoisting, reducing the closing welding of the slipway, and reducing the paint damage after closing. It realizes the forward shift of the process to the greatest extent, improves the integrity of the outfitting parts, shortens the slipway construction period, and can fully consider the structural characteristics of the methanol bunkering ship and the use of PSPC support tooling and scaffolding. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the whole ship area division according to the present invention.

[0017] Figure 2 It is a schematic diagram of the annular segments of the cargo oil tank area division according to the present invention.

[0018] Figure 3 It is a schematic diagram of the deck sections of the present invention.

[0019] Figure 4 It is a schematic diagram of the additional allowance for the deck segment transverse bulkhead part of the present invention.

[0020] Figure 5 It is a side view of the division diagram of the cabin stern and poop area according to the present invention.

[0021] Figure 6 It is a side view of the division diagram of the bow area according to the present invention.

[0022] Figure 7 This is the LP0 cross section described in the present invention, a schematic diagram of the diesel engine entering the cabin.

[0023] Among them, 1-stern area, 2-cargo oil tank area, 3-bow area, 4-stern superstructure area, 5-main deck segment (including T-profile structure), 6-transverse bulkhead, 7-longitudinal bulkhead, 8-segmented turning and transfer lifting hook, 9-segmented lifting hook reinforcement, 10-segmented side reinforcement, 11-engine room double bottom segment, 12-engine room segment, 13-stern section, 21-double bottom section, 22-side tank section, 23-deck section, 31-fore section, 32-forecastle section, 33-bulwark section, 34-fan room section, 41-engine room and superstructure mixed area section, 42-superior chimney area section. DETAILED DESCRIPTION

[0024] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0025] A method for segmenting a methanol bunkering ship comprises the following steps: S1. The whole ship is divided into engine room and stern area 1, cargo oil tank area 2, bow area 3, and stern upper construction area 4 according to the area; among them, cargo oil tank area 2 and engine room and stern area 1 are divided by the bow bulkhead of the pump room, cargo oil tank area 2 and bow area 3 are divided by the bow bulkhead of cargo oil tank No. 1, and stern upper construction area 4 and engine room and stern area 1 are divided by the main deck. S2. The cargo tank area 2 is divided into a double bottom section 21, two side tank sections 22 and a deck section 23. The CM nodes of the side tank section 22 or the double bottom section 21 are divided into one section. Figure 1 As shown; the double bottom section 21 includes a structural area formed by a bottom outer plate and an inner bottom plate area; the side tank section 22 includes a structural area formed by a lateral outer plate and a longitudinal bulkhead area, and the lower end of the side tank section 22 is connected to the double bottom section 21; the deck section 23 includes a main deck segment 5, a longitudinal bulkhead 7 and a transverse bulkhead 6.

[0026] It can be understood that the division method of this embodiment makes the side tank section 22 small, which is convenient for on-site construction and improves work efficiency; the double bottom section 21 is divided into a whole section, which is convenient for closing and positioning the cargo hold area. The double bottom section 21 does not have a watertight bulkhead, which reduces the number of assemblies; the complete longitudinal and transverse walls are brought into the deck section 23 to make a large deck section.

[0027] It can be seen that, under the premise of not being overweight, the side tank section 22 and the double bottom section 21 still belong to the conventional section division form, but the deck section 23 has a more complex structure due to the addition of longitudinal and transverse bulkheads. Especially in the side area of ​​the main deck, the structural strength of this area is insufficient due to the high section.

[0028] To solve this technical problem, it is necessary to add reinforcement to the edge of the main deck of deck section 23 to ensure the rigidity of the section, such as Figure 2As shown, a plurality of segmented turning over and transferring hanging weights 8, two segmented hanging weight reinforcements 9 and segmented edge reinforcements 10 are arranged on the main deck segment 5. The plurality of segmented turning over and transferring hanging weights 8 are symmetrically arranged relative to the middle longitudinal wall. The segmented edge reinforcements 10 are perpendicular to the segmented hanging weight reinforcements 9 and are arranged along the side edge of the segmented turning over and transferring hanging weights 8. The segmented edge reinforcements 10 are circular tube reinforcements. The extension direction of the circular tube reinforcements is parallel to the transverse bulkhead 6, and the length is the same as the length of the main deck along the transverse bulkhead 6. The circular tube reinforcements are connected to the main deck through a plurality of spaced connecting ear plates; the two segmented hanging weight reinforcements 9 are spaced along the length direction of the circular tube reinforcements; the upper end and the lower end of the side surface of one end of the transverse bulkhead 6 away from the longitudinal bulkhead 7 are respectively provided with an upper bevel and a lower bevel. During the section turning over process, due to the support of the section lifting bracket reinforcement 9 and the section edge reinforcement 10, the deformation of the edge of the section during the turning over process can be effectively controlled. In the later stage of the section leveling, the section lifting bracket reinforcement 9 provides sufficient rigidity for the deck surface to ensure the deformation of the entire section.

[0029] This type of deck division also needs to solve the problem of lifting and inserting the deck segment 23 and the double bottom segment 21 after the transverse bulkhead 6 is divided into the deck segment 23 as a whole, and the problem of closing the side tank segment 22 when the side tank is finally assembled.

[0030] To solve this problem, different margins are added at different positions of the transverse bulkhead 6 to control the line shape of the side opening of the transverse bulkhead 6, such as Figure 3 As shown, the large closing compensation of 6mm at the lower end of the transverse bulkhead 6 of the deck segment 23 ensures that the line shape of the lower end of the transverse bulkhead 6 of the deck segment 23 can effectively fit with the inner bottom plate; the assembly compensation of 5mm is placed on the lower bevel to ensure that the transverse bulkhead 6 will not shrink too much during the construction process, resulting in a too large gap between the transverse bulkhead 6 and the inclined wall plate. If the 5mm assembly compensation here affects the lifting of the segment, it can also be trimmed; no allowance and compensation are set on the straight edge of the transverse bulkhead 6, which is convenient for the side tank segment 22 to pull against; 3mm assembly compensation is added to the upper bevel to ensure the assembly gap between the transverse bulkhead 6 and the wall plate of the side tank segment 22, which is the same as the 5mm assembly compensation on the lower bevel. If the assembly compensation here affects the pulling against the side tank segment 22, it can also be trimmed.

[0031] S3. The engine room and stern area 1 are divided into engine room double bottom section 11 (EBXX), engine room section 12 (EDXX) and stern section 13 (AGXX); engine room double bottom section 11 includes the structural area formed by the bottom outer plate and the engine room inner bottom platform, including double shaft tunnels, and the upper opening of the engine room double bottom section 11 is disconnected along the outer plate corner position; engine room section 12 includes the structural area where the engine room platform is connected to the engine room double bottom downwards, and the structural area formed from the main deck downwards to the engine room platform, which are divided by layers; stern section 13 includes the stern column area and the stern technical water tank area; among them, the engine room double bottom section 11 and the engine room section 12 are divided into large sections according to one section in principle if they are not overweight, and if they are overweight, they are divided into front and rear sections; stern section 13 is divided into the main structure only, and the rudder blade part is divided into separate sections. In this embodiment, the ship is divided by the MGO bulkhead. For other ships, it may be divided into other positions. There is no special requirement. Basically, the front and rear sections are divided equally, and the weight is sufficient. Figure 4 As shown, the entire engine room double bottom is divided into only one section EB01C, and the engine room prefix 1 is also divided into only one section ED11C. Although this division scheme makes some sections extra-long and extra-wide, the actual weight estimate can meet the maximum production capacity of the shipyard, greatly improving the efficiency of the subsequent assembly.

[0032] The cabin is divided into two sections, front and rear, using the traditional method based on the actual length and width.

[0033] The stern AG02 section and the DY01 rudder blade section are divided into two separate sections on the port and starboard sides according to the characteristics of the ship with two engines, two propellers and two axis lines.

[0034] S4. The bow area is divided into three sections: the bow section 31 (FGXX), the forecastle section 32 (RDXX), the bulwark section 33 (BUXX) and the fan room section 34 (DHXX), such as Figure 5 As shown; the bow section 31 includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the forecastle section 32 includes the structural area above the main deck; the thruster area is divided into the FG01C section as a whole; the process hole plan for the diesel engine to enter the cabin needs to be planned in advance. In this embodiment, the process is opened on the forepeak tank bulkhead, and the forecastle section 32 includes the entire anchor base area.

[0035] like Figure 5 As shown in the figure, in order to ensure the continuity of the thruster arc outer plate, the closing seam of the FG01C and FG02C segments is made large in the forepeak tank, and the subsequent entry of diesel engines and other equipment into the cabin is achieved by reserving process holes on the forepeak tank bulkhead.

[0036] The forecastle RD11 section is divided into P and S sections according to the length and width. In order to ensure the pre-installation of the anchor platform, a step is made at the lower end of the RD11 section, which is brought into the forecastle deck of RD11 together with the main deck. The step will be leveled in the subsequent mid-closing stage and will not affect the mid-closing of the section.

[0037] S5. The stern superstructure area 4 is divided into the engine room and superstructure mixed area section 41 (PDXX) and the superstructure chimney area section 42 (FUXX); the engine room and superstructure mixed area includes the area between the main deck and the forecastle deck connected to the hull outer plate; the superstructure chimney area includes all areas above the poop deck; the bow section 31 includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the superstructure chimney area is divided in the form of one layer per section; the engine room and superstructure mixed area is divided into two sections according to the front and rear sections, for example, Figure 4 As shown, PD11C and PD12C are divided based on the principle that the length of the segment does not exceed 14 meters. This embodiment takes a 6500 cubic methanol bunkering ship as an example to illustrate the segment division design method. All segments are divided in large segments, as close to the company's existing production factor upper limit as possible. According to the size (length, width, height) of the methanol bunkering ship and the estimated empty ship weight, it can be divided into different numbers of segments to meet the best implementation requirements.

[0038] Those skilled in the art should understand that the above description is only a specific embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for segmenting a methanol bunkering ship, characterized in that: The specific steps include: S1. The whole ship is divided into the engine room and stern area, cargo oil tank area, bow area, and stern superstructure area; the cargo oil tank area is divided from the engine room and stern area by the bow bulkhead of the pump room, the cargo oil tank area is divided from the bow area by the bow bulkhead of No. 1 cargo oil tank, and the stern superstructure area is divided from the engine room and stern area by the main deck; S2. The cargo oil tank area is divided into a double bottom section, two side tank sections and one deck section; S3. The engine room and stern area are divided into engine room double bottom section, engine room section and stern section; S4. The bow area is divided into bow section, forecastle section, bulwark section and fan room section; S5. The stern upper structure area is divided into the engine room and upper structure mixing area section and the tower chimney area section.

2. The method for segmenting a methanol bunkering ship according to claim 1, characterized in that: The double bottom section includes a structural area formed by the bottom outer plate and the inner bottom plate area; the side tank section includes a structural area formed by the lateral outer plate and the longitudinal bulkhead area, and the lower end of the section is connected to the double bottom section; the deck section includes a main deck section, a longitudinal bulkhead and a transverse bulkhead.

3. The method for segmenting a methanol bunkering ship according to claim 2, characterized in that: In S2, a CM node is included in the double bottom segment.

4. The method for segmenting a methanol bunkering ship according to claim 3, characterized in that: In S2, a plurality of segmented turning over and transfer hanging weights, two segmented hanging weight reinforcements and segmented edge reinforcements are arranged on the main deck segment, and the plurality of segmented turning over and transfer hanging weights are symmetrically arranged relative to the middle longitudinal wall. The segmented edge reinforcements are perpendicular to the segmented hanging weight reinforcements and are arranged along the side edge of the segmented turning over and transfer hanging weight. The segmented edge reinforcements are circular tube reinforcements, and the extension direction of the circular tube reinforcements is parallel to the transverse bulkhead, and the length is the same as the length of the main deck along the transverse bulkhead direction. The circular tube reinforcements are connected to the main deck through a plurality of spaced connecting ear plates; the two segmented hanging weight reinforcements are spaced along the length direction of the circular tube reinforcements.

5. The method for segmenting a methanol bunkering ship according to claim 3, characterized in that: In S2, an upper bevel and a lower bevel are respectively provided at the upper end and the lower end of the side surface of one end of the transverse bulkhead away from the longitudinal bulkhead, a large closing compensation of 6mm is provided at the corner joint edge of the transverse bulkhead and the inner bottom plate, and an assembly compensation of 5mm is provided at the lower bevel. If the assembly compensation amount of 5A affects the lifting of the sections, trimming is performed; an assembly compensation of 3mm is provided at the upper bevel. If the assembly compensation of 3mm affects the pulling of the side tank sections, trimming is performed.

6. The method for segmenting a methanol bunkering ship according to claim 1, characterized in that: Said The double bottom section of the engine room includes the structural area formed by the bottom outer plate and the inner bottom platform of the engine room and the double bottom section of the double-shaft tunnel engine room, and the upper opening is disconnected along the outer plate corner position; the engine room (EDXX) section includes the structural area of ​​the engine room platform downwards and the docking with the double bottom of the engine room, and the structural area formed by the main deck downwards to the engine room platform, which is divided by layer; The stern section (AGXX) includes the stern column area and the stern technical water tank area.

7. The method for segmenting a methanol bunkering ship according to claim 6, characterized in that: In said S3, the double bottom section and the cabin section are, in principle, divided into large sections as one section only if they are not overweight. If they are overweight, the section is further divided into front and rear sections. The stern section is only divided into the main structure, and the rudder blade part is divided into separate sections.

8. The method for segmenting a methanol bunkering ship according to claim 1, characterized in that: In S4, the bow section includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the forecastle section includes the structural area above the main deck; the thruster area is divided into a bow section as a whole; a diesel engine entry opening is opened on the forepeak bulkhead; and the forecastle section includes the entire anchor base area.

9. The method for segmenting a methanol bunkering ship according to claim 1, characterized in that: In S5, the engine room and superstructure mixed area includes the area connected to the hull outer plate between the main deck and the forecastle deck; the forecastle chimney area includes all areas above the poop deck; the bow section includes the structural area formed from the No. 1 cargo oil tank to the bow and below the main deck; the forecastle section includes the structural area above the main deck.

10. The method for segmenting a methanol bunkering ship according to claim 9, characterized in that: In S5, the chimney area of ​​the building is divided into one section per floor; the cabin and upper building mixing area are divided into two sections according to the front and rear sections.

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