Polishing method after ship welding

Abstract

The invention relates to the technical field of ship manufacturing, in particular to a ship post-welding polishing method and a ship. According to the post-welding polishing method for the ship, the welding seam is subjected to regional division according to the cabin body of the ship, on this basis, the cabin body is divided into the first class cabin body and the second class cabin body according to the erosion risk of the substance contained in the cabin body to the welding seam, then the first class polishing standard is determined according to the first class cabin body, and the second class polishing standard is determined according to the second class cabin body. And a second type grinding standard is determined according to the second type of cabin body, so that customized grinding is performed on welding seams in different types of cabin bodies, and the situation that some welding seams are excessively ground is avoided to a certain extent.

Description

Technical Field

[0001] The present application relates to the technical field of shipbuilding, and in particular to a method for grinding a ship after welding. Background Art

[0002] In the traditional post-welding process, weld grinding is usually polished using a unified standard. Although this method can ensure the consistency of the weld appearance, it also wastes materials, kinetic energy, and manpower. This practice is particularly unreasonable for those locations that do not require high-precision grinding. Summary of the invention

[0003] In view of this, the present application provides a method for grinding after ship welding, the purpose of which is to solve the above technical problems to a certain extent.

[0004] A first aspect of the present application provides a ship post-welding grinding method, the ship post-welding grinding method comprising:

[0005] Dividing the multiple hulls of the welded ship into first-category hulls and second-category hulls, wherein the hulls are divided into the first-category hulls and the second-category hulls according to the corrosion risk of the substances contained in the hulls to the welds;

[0006] A first grinding standard is applied to the welds in the first type of cabin body, and a second grinding standard is applied to the welds in the second type of cabin body, wherein the second grinding standard is different from the first grinding standard.

[0007] On the basis of the above technical solution, preferably, the dividing the cabin into the first type of cabin and the second type of cabin according to the corrosion risk of the material contained in the cabin to the weld includes:

[0008] The chambers containing substances whose phases include solid substances and liquid substances with low corrosion risk are classified as first-class chambers, and the chambers containing substances whose phases include liquid substances with high corrosion risk are classified as second-class chambers.

[0009] On the basis of any of the above technical solutions, preferably, the dividing the cabin into the first type of cabin and the second type of cabin according to the corrosion risk of the substance contained in the cabin to the weld further includes:

[0010] The first type of tanks include engine rooms, oil tanks and non-specially coated cargo holds, and the second type of tanks include ballast tanks and specially coated tanks.

[0011] On the basis of any of the above technical solutions, preferably, the ship post-welding grinding method comprises:

[0012] The third type of grinding standard is applied to the free edges in the first type of cabin, and the fourth type of grinding standard is applied to the free edges in the second type of cabin.

[0013] Based on any of the above technical solutions, preferably, the third type of grinding standard includes: rounding the free edge, and the rounding range is 0.5-1.5 mm.

[0014] Based on any of the above technical solutions, preferably, the fillet range is 1.0-1.5 mm.

[0015] Based on any of the above technical solutions, preferably, the fourth type of grinding standard includes: rounding the free edge, and the rounding range is greater than or equal to 2 mm.

[0016] Based on any of the above technical solutions, preferably, the first type of grinding standards includes: grinding a single weld to a concave depth less than or equal to 2 mm, grinding multiple layers and multiple passes of welds to a concave depth less than or equal to 1.5 mm, and grinding weld nodules to a height less than or equal to 2 mm.

[0017] Based on any of the above technical solutions, preferably, the second type of grinding standard includes: grinding the weld until there are no sharp edges on the weld surface.

[0018] A second aspect of the present application provides a ship, wherein the ship is manufactured by the ship post-welding grinding method as described above.

[0019] According to the ship post-welding grinding method provided in the present application, the welds are divided into regions according to the ship's hull. On this basis, the hull is divided into first-class hulls and second-class hulls according to the corrosion risk of the materials contained in the hull to the welds. Then, first-class grinding standards are formulated for the first-class hulls, and second-class grinding standards are formulated for the second-class hulls, so as to perform customized grinding on the welds in different types of hulls, thereby avoiding excessive grinding of some welds to a certain extent.

[0020] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1A schematic diagram showing a flow chart of a method for grinding after ship welding provided in accordance with an embodiment of the present application is shown. DETAILED DESCRIPTION

[0023] The technical solution of the present application will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

[0024] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0025] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0026] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0027] According to a first aspect of an embodiment of the present application, a method for grinding ship after welding is provided. The steps and execution process of the method for grinding ship after welding will be described in detail below with reference to the accompanying drawings.

[0028] Prior to the present application, in the related art, in the traditional post-welding processing, the weld grinding operation is usually performed using a unified standard. In other words, in the traditional post-welding processing, the weld grinding operation is usually polished using a unified standard.

[0029] However, this polishing operation does not take into account the actual grinding needs of the weld, but simply adopts a unified standard and polishes it in a "one-size-fits-all" manner. This can cause many problems.

[0030] Specifically, a unified standard may mean that all welds need to be considered uniformly, which will result in the formulated unified grinding standard being limited by the "short board effect". In other words, because the grinding requirements between different welds must be different, or in other words, there must be welds with different grinding requirements among the many welds in the welded ship, this means that under the unified grinding standard, it is necessary to ensure that the grinding requirements of each weld are met, which requires the unified grinding standard to be "downward compatible" with the welds with the greatest grinding requirements.

[0031] For example, if the grinding requirement of the first weld is to be ground to a height of Amm, and the grinding requirement of the second weld is to be ground to a height of Bmm, A is less than B, and assuming that the initial heights of the first weld and the second weld before grinding are the same, then in terms of grinding requirements, the first weld, which requires more material to be removed during the grinding process, has a greater grinding requirement, while the second weld has a relatively smaller grinding requirement.

[0032] However, as mentioned above, if a unified grinding standard is to be formulated and the grinding height is set to Bmm, the material removed is not enough to make the height of the first weld Amm, then under this grinding standard, the first weld is unqualified after grinding, so such a unified grinding standard cannot be implemented. Therefore, when formulating a unified grinding standard, if you want to ensure that both the first weld and the second weld meet their material removal heights, you need to set the grinding height to at most Amm, which is the "backward compatibility" mentioned in the above description.

[0033] However, as expected, the second weld, which should have been polished to a height of Bmm, was polished to Amm during the unified polishing process. Only the second weld was polished an extra (BA)mm, and this extra height was considered over-polishing for the second weld.

[0034] In related technologies, over-grinding is common due to the unified grinding standards. The most significant advantage of this method is that it can ensure the consistency of weld appearance. This is due to the technical staff's biased understanding of grinding in related technologies. In other words, especially in the field of ship technology, the technical staff's understanding of grinding is limited to the aesthetics of appearance. Therefore, all welds are often required to be consistent.

[0035] As mentioned in the above analysis, over-grinding is completely unnecessary. In this process, the materials used for grinding, the energy of the grinding equipment, and the manpower of the grinding execution personnel are wasted in this process, and the processing time is also wasted.

[0036] However, it is difficult for technicians in related technologies to implement the idea of ​​customized grinding of different welds because in practical applications, there is a lack of ideas for favorable customized grinding standards. Most technicians start from the weld strength and propose customized grinding solutions for weld strength.

[0037] However, the weld strength needs to be measured manually, and since there are still many manual welding parts in the welding process, even the same part of the weld of the same type of ship may have different weld strengths due to the uncertainty of manual welding. This means that even if the weld strength of a ship is measured, it is difficult to universally use it as a basis for formulating weld grinding standards for other ships.

[0038] Therefore, it is difficult to customize the grinding standard according to the strength of each weld, otherwise it will greatly increase the grinding time and reduce the grinding efficiency. Therefore, the idea of ​​formulating customized grinding standards according to the strength of the weld is difficult to implement in practical applications, which leads to the current unified grinding standard scheme still being used in related technologies.

[0039] Based on the above problems of the related technology, the inventor of this application proposed a solution that is completely different from the unified grinding standard and customized grinding standard according to welding strength in the related technology, so as to realize customized grinding solutions for different welds, avoid excessive grinding, and solve manpower, material resources and grinding time.

[0040] According to the ship post-welding grinding method provided in the embodiment of the present application, the ship post-welding grinding method includes:

[0041] Dividing the multiple hulls of the welded ship into first-category hulls and second-category hulls, wherein the hulls are divided into the first-category hulls and the second-category hulls according to the corrosion risk of the materials contained in the hulls to the welds;

[0042] The first grinding standard is applied to the welds in the first type of cabin, and the second grinding standard is applied to the welds in the second type of cabin. The second grinding standard is different from the first grinding standard.

[0043] In this way, according to the post-welding grinding method for ships provided in an embodiment of the present application, the welds are divided into regions according to the hull of the ship. On this basis, the hull is divided into first-class hulls and second-class hulls according to the corrosion risk of the materials contained in the hull to the welds. Then, first-class grinding standards are formulated for the first-class hulls, and second-class grinding standards are formulated for the second-class hulls, so as to perform customized grinding on the welds in different types of hulls, thereby avoiding excessive grinding of some welds to a certain extent.

[0044] In the embodiment, the inventor of the present application is aware of two problems. On the one hand, although different welds may have different strengths due to the operation of the welder, for the welds in the same cabin, the parent materials on both sides of the welds and the overall condition of the welds will match the manufacturing requirements of the cabin, so it is scientific to distinguish the welds by region according to the cabin. On the other hand, the cabin is used to contain substances, and the different substances contained will cause different corrosion risks of the substances contained in different cabins to the welds. Therefore, it is also scientific to formulate the grinding requirements of the welds according to the different areas of possible corrosion risks.

[0045] In this way, the grinding requirements of the welds in the same cabin are unified according to the phase of the material contained in the cabin. In the embodiment, the phase of the material is the solid, liquid and gaseous state in which the material exists. In practical applications, under normal circumstances, if the solid material does not contact the weld, then the weld can be understood as not being corroded by the solid material. If it is a gaseous material, the weld is exposed to the gaseous material. Whether the weld will be corroded by the gaseous material is determined based on the specific composition of the gaseous material. If it is a liquid material, the weld is exposed to the liquid material, and the weld will be at risk of being corroded.

[0046] Therefore, based on the risk of weld erosion, it is possible to consider adaptively adjusting the weld height after grinding. For example, in an environment with high erosion risk, more weld height can be retained, and in an environment with relatively low erosion risk, more material can be ground away.

[0047] According to the ship post-welding grinding method provided in an embodiment of the present application, specifically, the step of dividing the cabin into a first type of cabin and a second type of cabin according to the phase state of the material contained in the cabin includes:

[0048] The tanks whose phases of the contained substances include solid substances and liquid substances with low erosion risk are classified as first-class tanks, and the tanks whose phases of the contained substances include liquid substances with high erosion risk are classified as second-class tanks. Therefore, the first grinding standard of the first-class tanks can remove more materials, while the second grinding standard of the second-class tanks can remove less materials.

[0049] According to the ship post-welding grinding method provided in an embodiment of the present application, dividing the cabin into a first-class cabin and a second-class cabin according to the phase state of the material contained in the cabin also includes:

[0050] The first type of hull includes the engine room, oil tank and non-specially coated cargo hold, and the second type of hull includes the ballast tank and special coated tank.

[0051] In the embodiment, the engine room mainly contains various equipment and crew members, the oil tank contains oil, and the non-specially coated cargo hold contains cargo. These tanks contain either solids and gases, or liquids with low corrosion risk. The ballast tank contains ballast water, and the special coated tank contains liquid cargo, so it is necessary to paint the interior of the tank. These ballast water and liquid cargo have a high risk of corrosion to the welds.

[0052] According to the ship post-welding grinding method provided in an embodiment of the present application, the ship post-welding grinding method includes: performing the third type of grinding standard on the free edge in the first type of cabin, and performing the fourth type of grinding standard on the free edge in the second type of cabin.

[0053] In the embodiment, according to different types of cabins, the exposed free edges of the structure in the cabin are also ground to different standards. Similar to the risk of corrosion of welds, the same idea applies to the grinding of free edges.

[0054] According to the ship welding post-grinding method provided in the embodiment of the present application, the third type of grinding standard includes: rounding the free edge, the fillet radius range is 0.5-1.5mm. In the fillet, the fillet is ground until it is smooth without sharp changes.

[0055] According to the ship post-welding grinding method provided in the embodiment of the present application, the fillet radius ranges from 1.0 to 1.5 mm. In the embodiment, this range can be used as a standard preferred range, and the range of 0.5 to 1 mm can be used as an allowable limit range of a portion of the free edge.

[0056] According to the post-welding grinding method for ships provided in the embodiment of the present application, the fourth type of grinding standard includes: rounding the free edge, and the radius of the rounding is greater than or equal to 2 mm. In the embodiment, in the cabin with a higher risk of weld erosion, the material removed by the rounding can also be smaller, and the chamfering machine can be used for chamfering or three times of corner cutting and grinding.

[0057] According to the ship post-welding grinding method provided in the embodiment of the present application, the first type of grinding standards includes: grinding a single weld bead to a concave depth less than or equal to 2 mm (for example, when there is a 25 mm height difference in the length of the weld bead), grinding multi-layer and multi-pass welds (i.e., welds with overlapping surfaces of multi-layer and multi-pass welds) to a concave depth less than or equal to 1.5 mm, and grinding weld nodules to a height less than or equal to 2 mm.

[0058] According to the post-welding grinding method for ships provided in the embodiment of the present application, the second type of grinding standard includes: grinding the weld until there is no sharp edge on the weld surface. In addition, the weld can also be ground to have no irregular shapes. In addition, in the second type of grinding standard, for the grinding of the inner holes of parts: all manholes, lightening holes, water holes, and air holes on the parts are chamfered or polished.

[0059] According to a second aspect of an embodiment of the present application, a ship is provided. The ship is manufactured by the above ship welding and grinding method, and also has the above beneficial effects, which will not be repeated here.

[0060] The above are only preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. All equivalent structural changes made using the contents of the present application specification and drawings under the innovative concept of the present application, or direct / indirect application in other related technical fields are included in the protection scope of the present application.

Claims

1. A method for grinding a ship after welding, characterized in that: The ship post-welding grinding method comprises: Dividing a plurality of hulls of the welded ship into a first type of hull and a second type of hull, wherein the hulls are divided into the first type of hull and the second type of hull according to the corrosion risk of the substances contained in the hulls to the welds; A first grinding standard is applied to the welds in the first type of cabin body, and a second grinding standard is applied to the welds in the second type of cabin body, wherein the second grinding standard is different from the first grinding standard.

2. The ship post-welding grinding method according to claim 1, characterized in that: The classifying the hull into the first type hull and the second type hull according to the corrosion risk of the contained material of the hull on the weld includes: The tanks containing substances whose phases include solid substances and liquid substances with lower corrosion risk are classified as first-category tanks, and the tanks containing substances whose phases include liquid substances with higher corrosion risk are classified as second-category tanks.

3. The ship post-welding grinding method according to claim 2, characterized in that: The method of classifying the hull into the first type hull and the second type hull according to the risk of corrosion of the weld by the substance contained in the hull further includes: The first type of tanks include engine rooms, oil tanks and non-specially coated cargo holds, and the second type of tanks include ballast tanks and specially coated tanks.

4. The ship post-welding grinding method according to claim 1, characterized in that: The ship post-welding grinding method comprises: The third type of grinding standard is applied to the free edges in the first type of cabin, and the fourth type of grinding standard is applied to the free edges in the second type of cabin.

5. The method for grinding a ship after welding according to claim 4, characterized in that: The third type of grinding standard includes: rounding the free edge, and the rounding range is 0.5-1.5 mm.

6. The ship post-welding grinding method according to claim 5, characterized in that: The radius range is 1.0-1.5 mm.

7. The method for grinding a ship after welding according to claim 4, characterized in that: The fourth type of grinding standard includes: rounding the free edge, and the rounding range is greater than or equal to 2 mm.

8. The ship post-welding grinding method according to claim 1, characterized in that: The first type of grinding standards include: grinding a single weld to a concave depth of less than or equal to 2 mm, grinding multiple layers of multi-pass welds to a concave depth of less than or equal to 1.5 mm, and grinding weld nodules to a height of less than or equal to 2 mm.

9. The method for grinding a ship after welding according to claim 1, characterized in that: The second type of grinding standard includes: grinding the weld until there are no sharp edges on the weld surface.

10. A ship, characterized in that: The ship is manufactured by the ship post-welding grinding method according to any one of claims 1 to 9.

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