Assembling and welding method for butt joint of bilge keel base plate and ship

Abstract

The invention provides an assembling and welding method for a bilge keel base plate butt joint and a ship, and belongs to the technical field of ship welding. Comprising the following steps that a plurality of bilge keel base plates are installed in the length direction of a ship bilge outer plate, and butt joints are formed between grooves of the adjacent bilge keel base plates; a ceramic gasket is inserted between the butt joint and the ship bilge outer plate; a to-be-welded area is arranged on the bilge keel base plate on the two sides of the butt joint in the length direction of the bilge keel base plate, and fillet welds, except the to-be-welded area, between the bilge keel base plate and the ship bilge outer plate are welded; the butt welding seam and the two sides of the butt welding seam are heated, the two sides of the butt welding seam are hammered, the ceramic liner is crushed, and the crushed ceramic liner is removed; welding a cover surface welding seam above the butt welding seam; and fillet welds between the bilge keel base plate of the to-be-welded area and the ship bilge outer plate are welded. By means of the assembling and welding method for the bilge keel base plate butt seam, the welding quality of the bilge keel base plate butt seam is guaranteed, and the ship driving safety is guaranteed.

Description

Technical Field

[0001] The invention belongs to the technical field of ship welding, and in particular relates to a method for welding a bilge keel pad butt joint and a ship. Background Art

[0002] In order to improve the stability of the ship when sailing in wind and waves, reduce the amplitude of the ship's lateral shaking, ensure the safety of the ship's navigation, and improve the comfort of the crew when sailing at sea, a bilge keel is generally set symmetrically on the left and right sides of the bilge outer plate area of the ship. The bilge keel and the ship's bilge outer plate need to be connected by a pad. The bilge keel and its pad are usually long and generally made up of multiple sections. Therefore, the bilge keel pad will have multiple butt joints. The pad butt joints require full penetration welding in the thickness direction to ensure the integrity of the pad, and the pad butt welds cannot be fully welded to the ship's bilge outer plate. Currently, a copper liner is inserted between the butt joint of the pad and the ship's bilge outer plate, and then the butt joints are welded. Although this method can avoid the butt weld of the pad butt and the ship's bilge outer plate from being fully welded together, it has the following disadvantages: 1. Due to the insertion of the copper liner, the position of the bilge keel butt joint is not flat enough, causing the butt joint to bulge outward after welding, which is not conducive to the installation of the bilge keel; 2. The copper liner is thin and has a low melting point. The high-temperature arc generated during the welding of the bilge keel pad butt joint may melt through the copper pad, making it difficult to weld the butt joint to the ship's bilge when welding the butt joint. 1. The outer plates of the bilge keel are melted and welded together, which does not meet the technical requirements. There is a possibility that cracks will accidentally occur in the bilge keel joint and the bilge keel plate joint, and the cracks will extend to the bilge outer plate of the ship, resulting in poor safety performance; 2. The copper plate is located between the bilge keel plate and the bilge outer plate of the ship. Due to the difference in chemical activity between copper and steel, local electrochemical corrosion will occur during the use of the ship, which will accelerate the corrosion rate of the bilge keel plate, bilge keel and bilge outer plate of the ship in this area, posing potential risks to the safe navigation of the ship, increasing the frequency of ship maintenance and reducing the service life of the ship; 3. The copper gasket is located between the bilge keel plate and the bilge outer plate of the ship, resulting in an excessively large gap between the bilge keel plate and the bilge outer plate of the ship in this area. An excessively large gap will increase the possibility of cracks in the fillet weld between the bilge keel plate and the bilge outer plate of the ship, posing a quality and safety risk. Summary of the Invention

[0003] In view of this, in order to solve the problems in the prior art, the first purpose of the present invention is to propose a method for welding the butt joints of bilge keel pads. The technical problem to be solved is: how to ensure the welding quality of the butt joints of bilge keel pads.

[0004] The present invention solves the above problems through the following technical means:

[0005] A method for welding a bilge keel pad to a butt joint comprises the following steps:

[0006] Bevel the end of the bilge keel pad;

[0007] Installing a plurality of the bilge keel pads in the length direction of the bilge outer plate of the ship, so that butt joints are formed between the grooves of adjacent bilge keel pads;

[0008] inserting a ceramic liner between the butt joint and the bilge outer plate of the ship;

[0009] The bilge keel pads on both sides of the butt joint are provided with waiting areas along their length direction, and fillet welds excluding the waiting areas are welded between the bilge keel pads and the bilge outer plate of the ship;

[0010] Performing backing weld and filling weld on the butt joint to form a butt weld;

[0011] heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld to break the ceramic liner, and removing the broken ceramic liner;

[0012] Welding a cap weld above the butt weld;

[0013] Welding the fillet weld between the bilge keel pad in the welding area and the bilge outer plate of the ship.

[0014] Furthermore, in the step, several of the bilge keel pads are installed in the length direction of the bilge outer plate of the ship, and a butt joint is formed between the grooves of adjacent bilge keel pads. The butt joint is clearance-matched with the bilge outer plate of the ship, and the gap between the butt joint and the bilge outer plate of the ship is 3-4 mm.

[0015] Furthermore, in the step, several bilge keel pads are installed in the length direction of the bilge outer plate of the ship, and a butt joint is formed between the grooves of adjacent bilge keel pads. The gaps between two adjacent bilge keels are matched, and the root gap of the butt joint is 4-8 mm.

[0016] Furthermore, in the step, a ceramic liner is inserted between the butt joint and the ship bilge outer plate, the thickness of the ceramic liner is 2-3 mm, the width of the ceramic liner is 20-25 mm, and the length of the ceramic liner is 20-30 mm longer than the width of the bilge keel plate.

[0017] Furthermore, the bilge keel pads on both sides of the butt joint are provided with a waiting area along their length direction. When welding the fillet welds between the bilge keel pads and the bilge outer plate of the ship except the waiting area, the bilge keel pads on both sides of the butt joint extend 100-200 mm along their length direction as the waiting area, and CO2 gas shielded welding is used to weld the fillet welds between the bilge keel pads and the bilge outer plate of the ship except the waiting area.

[0018] Furthermore, in the step of heating the butt weld and both sides of the butt weld, hammering the both sides of the butt weld to break the ceramic liner, and removing the broken ceramic liner, a gas flame is used to heat the butt weld and both sides of the butt weld, the heating range is 50-100 mm on both sides of the butt weld, and the heating temperature is 500-600°C.

[0019] Furthermore, in the step of heating the butt weld and both sides of the butt weld, hammering the both sides of the butt weld to crush the ceramic liner, and removing the crushed ceramic liner, a flat-head copper hammer, a rubber hammer, or a wooden hammer is used to evenly hammer the butt weld and both sides of the butt weld until the ceramic liner is crushed into powder.

[0020] Furthermore, the steps of heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld, crushing the ceramic liner, and removing the crushed ceramic liner also include the following steps: after removing the crushed ceramic liner, continuously and evenly hammering the butt weld and both sides of the butt weld, and the hammering time is 5-10 minutes.

[0021] Furthermore, after the step of welding the cap weld above the butt weld, the method further includes the following step: grinding the cap weld on the butt weld.

[0022] The second object of the present invention is to provide a ship, the technical problem to be solved is: how to avoid the butt joint between the bilge keel pads:

[0023] A ship comprises a ship body, a bilge keel pad and a bilge keel, wherein the bilge keel pad is mounted on the outer plate of the bilge portion of the ship body, the butt joints between adjacent bilge keel pads are welded using the above-mentioned butt joint welding method, and the bilge keel is mounted on the bilge keel pad.

[0024] Compared with the prior art, the technical effects of the present invention are as follows:

[0025] 1. By inserting a ceramic liner between the butt joint and the outer plate of the bilge of the ship, there is no need to install a copper backing plate. The ceramic liner can be inserted. The ceramic liner is cheap and low in cost.

[0026] 2. The ceramic liner has a high melting point. The high-temperature arc generated during the bottom welding of the bilge keel plate joint will not melt through the ceramic liner, avoiding the melting and welding of the bottom weld and the ship's bilge outer plate, thus meeting the technical requirements and avoiding the possibility of cracks accidentally occurring in the bilge keel joint and the bilge keel plate joint extending to the ship's bilge outer plate, thereby providing good safety performance.

[0027] 3. The ceramic liner has a high melting point. The high-temperature arc generated during the bottom welding of the bilge keel plate butt joint will not melt the ceramic liner. The ceramic liner does not participate in the welding metallurgical process. The bottom weld of the bilge keel plate butt joint will not be embrittled due to the infiltration of other elements. The weld has a small tendency to crack, the welding quality is good, and safety hazards are avoided.

[0028] 4. The ceramic liner can be removed by first crushing it and then removing it. It is easy to remove and no ceramic liner fragments are left. This can ensure that the joints of all bilge keels are flat, which is conducive to the installation of bilge keels.

[0029] 5. No ceramic liner fragments remain, avoiding local electrochemical corrosion during the use of the ship, reducing the corrosion rate of the bilge keel pad, bilge keel and bilge outer plate in the area, avoiding potential risks to the safe navigation of the ship, reducing the frequency of ship maintenance and increasing the service life of the ship.

[0030] 6. Prevent the gap between the bilge keel plate and the bilge outer plate of the ship from being too large. Avoid excessive gaps that increase the fillet welding amount between the bilge keel plate and the bilge outer plate of the ship, reducing welding material consumption and labor costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 Schematic diagram of the bilge keel and pad installed on the ship body;

[0032] Figure 2 for Figure 1 Enlarged view of part A in the middle;

[0033] Figure 3 Schematic diagram of forming butt joints between adjacent bilge keel pads;

[0034] Figure 4 Schematic diagram of the installation of bilge keel and bilge keel pad;

[0035] Figure 5 Schematic diagram of the bilge keel plate installed on the bilge shell plating of a ship;

[0036] Figure 6 for Figure 5 Enlarged view of middle part B;

[0037] Figure 7 Schematic diagram of inserting ceramic lining between butt joint and bilge shell of ship;

[0038] Figure 8 for Figure 7 Enlarged view of middle C part;

[0039] Figure 9 Schematic diagram of welding root weld and filler weld in butt joint;

[0040] Figure 10 for Figure 9 Enlarged view of the middle D part;

[0041] Figure 11 Schematic diagram after making the root weld and filler weld for the butt joint and removing the ceramic liner;

[0042] Figure 12 for Figure 11 Enlarged view of middle E part;

[0043] Figure 13 It is a schematic diagram of the cap weld for butt welding;

[0044] Figure 14 for Figure 13 Enlarged view of part F in the middle.

[0045] The meanings of the reference numerals are as follows:

[0046] 100. Ship body; 110. Ship bilge outer plate; 200. Bilge keel pad; 210. Butt joint; 220. Area to be welded; 230. Bottom weld; 240. Filler weld; 250. Cover weld; 300. Ceramic liner; 400. Bilge keel. DETAILED DESCRIPTION

[0047] For better understanding and implementation, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0048] In the description and claims of the embodiments of the present disclosure, as well as in the accompanying drawings, the terms "first," "second," and the like are used to distinguish similar items and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate to describe the embodiments of the present disclosure herein. In addition, the terms "including," "having," and any variations thereof are intended to cover non-exclusive inclusions.

[0049] In the embodiments of the present disclosure, the terms "upper", "lower", "inside", "middle", "outside", "front", "back" and the like indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are mainly intended to better describe the embodiments of the present disclosure and their embodiments, and are not intended to limit the indicated devices, elements or components to having a specific direction, or to be constructed and operated in a specific direction. Moreover, in addition to being used to indicate directions or positional relationships, some of the above terms may also be used to indicate other meanings. For example, the term "upper" may also be used to indicate a certain dependency or connection relationship in certain circumstances. For those of ordinary skill in the art, the specific meanings of these terms in the embodiments of the present disclosure can be understood according to specific circumstances.

[0050] Furthermore, the terms "disposed," "connected," and "fixed" should be interpreted broadly. For example, "connected" can mean a fixed connection, a removable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediary, or an internal connection between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in the embodiments of this disclosure based on the specific circumstances.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0052] Example 1:

[0053] A method for welding a bilge keel plate 200 to a butt joint 210 includes the following steps:

[0054] S1, such as Figure 3 As shown, the ends of the bilge keel plate 200 are beveled; specifically, a cutting tool can be used to bevel both ends of the bilge keel plate 200.

[0055] S2, such as Figure 5 and 6 As shown, several bilge keel pads 200 are installed in the length direction of the ship's bilge outer plate 110, and a butt joint 210 is formed between the grooves of adjacent bilge keel pads 200; the several bilge keel pads 200 are stabilized in the length direction of the ship's bilge outer plate 110 by means of a clamp or a hand winch, etc., and the several bilge keel pads 200 are in the same straight line, and two adjacent bilge keel pads 200 are butt jointed end to end. , so that the cutouts at the head and tail ends of the two adjacent bilge keel pads 200 correspond to each other, that is, the root of the cutout at the head end of the preceding bilge keel pad 200 corresponds to the root of the tail end of the following bilge keel pad 200, and the inclined portion of the cutout at the head end of the preceding bilge keel pad 200 corresponds to the inclined portion at the tail end of the following bilge keel pad 200, and a butt joint 210 is formed between the cutouts at the head and tail ends of the two adjacent bilge keel pads 200.

[0056] S3, such as Figure 7 and 8As shown, a ceramic liner 300 is inserted between the butt joint 210 and the bilge outer plate 110 of the ship; that is, the ceramic liner 300 is inserted at the butt joint 210 on the side of the bilge keel plate 200 close to the bilge outer plate 110 of the ship. The ceramic liner 300 separates the side of the bilge keel plate 200 close to the bilge outer plate 110 of the ship from the bilge outer plate 110 of the ship. In this way, when welding the butt joint 210, direct contact with the bilge outer plate 110 of the ship can be effectively avoided, thereby protecting the bilge outer plate 110 of the ship. In addition, the ceramic liner 300 is inexpensive and low in cost.

[0057] S4, such as Figure 6 As shown, the bilge keel pads 200 on both sides of the butt joint 210 are provided with to-be-welded areas 220 along their length direction, and the fillet welds between the bilge keel pads 200 and the bilge outer plate 110 of the ship except for the to-be-welded areas 220 are welded; in step S2, a plurality of bilge keel pads 200 are stabilized in the length direction of the bilge outer plate 110 of the ship, and in step S3, a ceramic liner 300 is inserted between the butt joint 210 and the bilge outer plate 110 of the ship. At this time, the fillet welds between the bilge keel pads 200 and the bilge outer plate 110 of the ship except for the to-be-welded areas 220 are welded. In this way, the bilge keel pads 200 and the ceramic liner 300 can be fixed on the bilge outer plate 110 of the ship, which facilitates the welding of the butt joint 210, and the fillet welds in the to-be-welded areas 220 are not welded, which facilitates the subsequent processing of the ceramic liner 300.

[0058] S5, such as Figure 9 and 10 As shown, the bottom weld 230 and the filling weld 240 are welded to the butt joint 210 respectively to form a butt weld; when welding the butt joint 210, the bottom weld 230 is welded first, which can prevent the angular deformation and burn-through of the bilge keel pad 200 and provide a good foundation for the subsequent welding layer. After welding the bottom weld 230, the filling weld 240 is welded to ensure that the two adjacent bilge keel pads 200 are connected and fixed; at the same time, the ceramic liner 300 has a high melting point, and the high-temperature arc generated during the bottom welding of the bilge keel pad 200 to the butt joint 210 will not melt through the ceramic liner 300, avoiding the bottom weld 230 and the ship The bilge outer plates 110 are melt-welded together, meeting technical requirements, thereby avoiding the possibility of cracks accidentally occurring in the bilge keel joint 210 and the bilge keel plate 200 joint 210 and extending to the bilge outer plate 110 of the ship, thereby improving safety performance. In addition, the ceramic liner 300 has a high melting point, and the high-temperature arc generated during the bottom welding of the bilge keel plate 200 joint 210 will not melt the ceramic liner 300. The ceramic liner 300 does not participate in the welding metallurgical process, and the bottom weld 230 of the bilge keel plate 200 joint 210 will not be embrittled due to the infiltration of other elements. Therefore, the weld has a low tendency to crack, the welding quality is good, and safety hazards are avoided.

[0059] S6, such as Figure 11 and 12 As shown, the butt weld and both sides of the butt weld are heated, the both sides of the butt weld are hammered, the ceramic liner 300 is crushed, and the crushed ceramic liner 300 is removed; the butt weld and both sides of the butt weld are heated to embrittle the ceramic liner 300, and then the ceramic liner 300 is hammered to crush the ceramic liner 300, and the crushed ceramic liner 300 is removed to avoid ceramic liner 300 fragments remaining between the butt weld 210 and the bilge outer plate 110 of the ship; in addition, the both sides of the butt weld are hammered in the heated state, and the bilge keel pad is effectively released during the hammering process During the welding process of the plate 200 to the butt joint 210, welding stress is generated in the base weld 230 and the filling weld 240, and the bilge keel pad 200 in this area undergoes a certain amount of plastic deformation. The plastic deformation and the release of welding stress both cause the back side of the butt joint 210 of the bilge keel pad 200 to gradually approach the bilge keel outer plate of the ship, thereby reducing the gap between the bilge keel pad 200 and the bilge keel outer plate of the ship, ensuring that the position of the butt joint 210 is flat, which is conducive to the installation of the bilge keel and avoiding the possibility of cracks in the fillet weld between the bilge keel pad 200 and the bilge outer plate 110 of the ship due to an excessive gap, thereby avoiding safety hazards. At the same time, the ceramic liner 300 is removed by first crushing it and then removing it, which is easy to remove. The ceramic liner 300 can be completely removed without any residue, which can ensure that the positions of all bilge keel joints 210 are flat, which is conducive to the installation of bilge keels; the ceramic liner 300 can be completely removed without any residue, avoiding local electrochemical corrosion during the use of the ship, reducing the corrosion rate of the bilge keel pad 200, bilge keel and bilge outer plate 110 of the ship in this area, avoiding potential risks to the safe navigation of the ship, reducing the frequency of ship maintenance, and increasing the service life of the ship; preventing the gap between the bilge keel pad 200 and the bilge outer plate 110 of the ship from being too large, avoiding an excessive gap from increasing the fillet welding filling amount between the bilge keel pad 200 and the bilge outer plate 110 of the ship, reducing welding material consumption and labor costs.

[0060] S7, such as Figure 13 and 14 As shown, a cover weld 250 is welded above the butt weld; a cover layer weld is welded to the butt weld 210 of the bilge keel pad 200. After step S6, there is still a certain gap between the bilge keel pad 200 and the bilge outer plate 110 of the ship. The cover weld 250 is continued to be welded on the filling weld 240. The bilge keel pad 200 continues to undergo asymmetric shrinkage deformation during the cooling and shrinkage process of the cover layer weld of the butt weld 210, that is, the shrinkage amount of the face is greater than the shrinkage amount of the root, so that the bilge keel pad 200 is further approached to the bilge outer plate 110 of the ship, so that the surface of the bilge keel pad 200 is completely flat, which is conducive to the installation of the bilge keel.

[0061] S8. Welding the fillet welds between the bilge keel plate 200 in the area to be welded 220 and the bilge outer plate 110 of the ship; Welding the fillet welds between the bilge keel plate 200 in the area to be welded 220 and the bilge outer plate 110 of the ship to ensure the integrity between the bilge keel plate 200 and the bilge outer plate 110 of the ship, and ensuring the connection and fixation between the bilge keel plate 200 and the bilge outer plate 110 of the ship.

[0062] The present method for welding the bilge keel pad 200 to the butt joint 210 inserts a ceramic liner 300 between the butt joint 210 and the bilge outer plate 110 of the ship, and does not require the installation of a copper pad. The ceramic liner 300 is cheap and low in cost. Moreover, the ceramic liner 300 has a high melting point, and the high-temperature arc generated during the bottom welding of the bilge keel pad 200 to the butt joint 210 will not melt through the ceramic liner 300, thereby avoiding the bottom weld 230 and the bilge outer plate 110 of the ship from being melted and welded together, thus meeting the technical requirements and avoiding the bilge keel. If cracks accidentally occur in the butt joint 210 and the bilge keel plate 200 to butt joint 210, there is no possibility that the cracks will extend to the bilge outer plate 110 of the ship, so the safety performance is good. In addition, the ceramic liner 300 has a high melting point. The high-temperature arc generated during the bottom welding of the bilge keel plate 200 to the butt joint 210 will not melt the ceramic liner 300. The ceramic liner 300 does not participate in the welding metallurgical process. The bottom weld 230 of the bilge keel plate 200 to the butt joint 210 will not be embrittled due to the infiltration of other elements. The tendency of the weld to crack is small, the welding quality is good, and safety hazards are avoided. The ceramic liner 300 can be removed by first crushing it and then removing it. It is easy to remove and no ceramic liner 300 fragments remain. This can ensure that the positions of all bilge keel joints 210 are flat, which is conducive to the installation of bilge keels. At the same time, it avoids local electrochemical corrosion during the use of the ship, reduces the corrosion rate of the bilge keel pad 200, bilge keel and ship bilge outer plate 110 in the area, avoids potential risks to the safe navigation of the ship, reduces the frequency of ship maintenance, and increases the service life of the ship.

[0063] like Figure 5 and 6 As shown, in the step, a plurality of the bilge keel pads 200 are installed in the length direction of the ship's bilge outer plate 110, and a butt joint 210 is formed between the grooves of adjacent bilge keel pads 200. The butt joint 210 is clearance-matched with the ship's bilge outer plate 110, and the clearance between the butt joint 210 and the ship's bilge outer plate 110 is 3-4 mm.

[0064] In this embodiment, when a plurality of bilge keel pads 200 are installed in the length direction of the bilge outer plate 110 of the ship, the gap between the bilge keel pads 200 and the bilge outer plate 110 of the ship is generally maintained between 0-1 mm, and the gap between the butt joint 210 and the bilge outer plate 110 of the ship is 3-4 mm, which makes it convenient to insert the ceramic gasket into the gap between the butt joint 210 and the bilge outer plate 110 of the ship.

[0065] like Figure 5 and 6 As shown, in the step, several bilge keel pads 200 are installed in the length direction of the ship bilge outer plate 110, and a butt joint 210 is formed between the grooves of adjacent bilge keel pads 200. The gaps between two adjacent bilge keels are matched, and the root gap of the butt joint 210 is 4-8 mm.

[0066] In this embodiment, the gaps between two adjacent bilge keels are matched, and the root gap of the butt joint 210 is 4-8 mm, which facilitates welding of the bottom weld 230 of the butt joint 210, ensures that the butt joint 210 is fully welded in its thickness direction, and ensures the integrity of the bilge keel pad 200.

[0067] like Figure 7 and 8 As shown, in the step, a ceramic liner 300 is inserted between the butt joint 210 and the ship bilge outer plate 110 , the thickness of the ceramic liner 300 is 2-3 mm, the width of the ceramic liner 300 is 20-25 mm, and the length of the ceramic liner 300 is 20-30 mm longer than the width of the bilge keel pad 200 .

[0068] In this embodiment, the thickness of the ceramic liner 300 is 2-3 mm, and the gap between the butt joint 210 and the ship bilge outer plate 110 is 3-4 mm, so that the ceramic liner 300 can be smoothly inserted into the gap between the butt joint 210 and the ship bilge outer plate 110; the width of the ceramic liner 300 is 20-25 mm, and the root gap of the butt joint 210 is 4-8 mm. The length of the ceramic liner 300 is 20-30 mm longer than the width of the bilge keel pad 200. 0, the width of the ceramic liner 300 is much larger than the width of the root gap of the butt joint 210. The high-temperature arc generated during the bottom welding of the keel pad to the butt joint 210 will not melt through the ceramic liner 300 or flow to the bilge outer plate 110 of the ship, thereby avoiding the bottom weld 230 and the bilge outer plate 110 of the ship from being melted and welded together, thus meeting the technical requirements and avoiding the possibility of accidental cracks in the butt joint 210 of the bilge keel and the butt joint 210 of the bilge keel pad 200 extending to the bilge outer plate 110 of the ship.

[0069] like Figure 6As shown, the bilge keel pads 200 on both sides of the butt joint 210 are provided with areas to be welded 220 along their length direction. In welding the fillet welds between the bilge keel pads 200 and the bilge outer plate 110 of the ship except the areas to be welded 220, the bilge keel pads 200 on both sides of the butt joint 210 extend 100-200 mm along their length direction as the areas to be welded 220. CO2 gas shielded welding is used to weld the fillet welds between the bilge keel pads 200 and the bilge outer plate 110 of the ship except the areas to be welded 220.

[0070] In this embodiment, CO2 gas shielded welding is used to weld the fillet welds between the bilge keel plate 200 and the bilge outer plate 110 of the ship except for the area to be welded 220. That is, no fillet welds are welded in the area extending 100-200 mm along the length direction of the bilge keel plate 200 on both sides of the butt joint 210 to facilitate the subsequent removal of the ceramic liner 300.

[0071] like Figure 9 and 10 As shown, in the step of heating the butt weld and both sides of the butt weld, hammering the both sides of the butt weld, breaking the ceramic liner 300, and removing the broken ceramic liner 300, a gas flame is used to heat the butt weld and both sides of the butt weld, the heating range is 50-100 mm on both sides of the butt weld, and the heating temperature is 500-600°C.

[0072] In this embodiment, a body flame is used to heat the area within 50-100 mm on both sides of the butt weld. The width of the ceramic liner 300 is 20-25 mm, ensuring that the heating range covers the entire ceramic liner 300. The heating temperature is 500-600°C, ensuring that the ceramic liner 300 is embrittled to facilitate hammering and crushing of the ceramic liner 300.

[0073] like Figure 11 and 12 As shown, in the step of heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld, breaking the ceramic liner 300, and removing the broken ceramic liner 300, a flat-head copper hammer, a rubber hammer, or a wooden hammer is used to evenly hammer the butt weld and both sides of the butt weld until the ceramic liner 300 is broken into powder.

[0074] In this embodiment, after heating the butt weld and both sides of the butt weld, the bilge keel plate 200 is in a high temperature state, and a flat-head copper hammer, a rubber hammer, or a wooden mallet is used to hammer the heated area of the bilge keel plate 200 multiple times with uniform small energy. The ceramic liner 300 is broken into powder by the repeated hammering. At this time, a high-temperature gas flame with pressure (such as a cutting torch) is used to blow the back side of the bilge keel plate 200 to the butt weld 210 while hammering. The crushed ceramic liner 300 powder is completely flushed out of the gap between the bilge keel plate 200 and the bilge outer plate 110 of the ship by the high-temperature gas flame with pressure, thereby achieving the removal of the crushed ceramic liner 300 and avoiding the residual fragments of the ceramic liner 300, thereby ensuring the welding quality of the bilge keel plate 200 to the butt weld 210.

[0075] like Figure 11 and 12 As shown, in the steps of heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld, crushing the ceramic liner 300, and removing the crushed ceramic liner 300, the following steps are also included: after removing the crushed ceramic liner 300, continuously and evenly hammering the butt weld and both sides of the butt weld, and the hammering time is 5-10 minutes.

[0076] In this embodiment, after removing the ceramic liner 300, the heated area of the bilge keel pad 200 is hammered repeatedly with uniform low energy for a certain period of time, the hammering time being 5-10 minutes. During the hammering process, the welding stress generated during the welding process of the bilge keel pad 200 to the butt joint 210, i.e., the base weld 230 and the filling weld 240, is effectively released, and the bilge keel pad 200 in this area undergoes a certain plastic deformation. The plastic deformation and the release of the welding stress both cause the reverse side of the butt joint 210 of the bilge keel pad 200 to gradually approach the bilge keel outer plating of the ship, thereby reducing the gap between the bilge keel pad 200 and the bilge keel outer plating of the ship, ensuring that the position of the butt joint 210 is flat, facilitating the installation of the bilge keel, and avoiding the possibility of cracks in the fillet weld between the bilge keel pad 200 and the bilge outer plating 110 of the ship due to an excessive gap, thereby avoiding safety hazards. Hammering is performed after the bilge keel plate 200 welds the base and filler layers to the butt joint 210. This increases the effective weld thickness of the butt joint 210, preventing cracks from forming during the hammering process. It also avoids the deterioration of the leveling effect caused by excessive weld thickness (excessive rigidity). Hammering in a heated state reduces the difficulty of plastic deformation of the bilge keel plate 200 and increases the amount of plastic deformation. Using a pressurized, high-temperature gas flame removes the powdered ceramic liner 300 and prevents the base and filler layer welds of the bilge keel plate 200 from cooling too quickly, thus preventing cracks from forming in the butt joint 210.

[0077] like Figure 13 and14 As shown, after the step of welding the cap weld 250 above the butt weld, the following step is also included: grinding the cap weld 250 on the butt weld.

[0078] In this embodiment, after the bilge keel pad 200 is welded to the joint 210 with the cover weld 250, the cover weld 250 is smoothed with a grinder to achieve a completely flat surface of the bilge keel pad 200, which is conducive to the installation of the bilge keel and ensures the safety of the ship.

[0079] Example 2:

[0080] like Figure 1 and 2 As shown, this embodiment provides a ship, including a ship body 100, a bilge keel pad 200 and a bilge keel 400, wherein the bilge keel pad 200 is installed on the ship bilge outer plate 110 of the ship body 100, and the butt joints 210 between adjacent bilge keel pads 200 are welded using the above-mentioned butt joint 210 welding method, and the bilge keel 400 is installed on the bilge keel pad 200.

[0081] In this embodiment, the ship includes a ship body 100, a bilge keel pad 200 and a bilge keel. The bilge keel pad 200 is installed on the ship bilge outer plate 110 of the ship body 100. The butt joint 210 between the adjacent bilge keel pads 200 is welded using the welding method of the butt joint 210 of the first embodiment. By inserting a ceramic liner 300 between the butt joint 210 and the ship bilge outer plate 110, there is no need to install a copper pad, and the ceramic liner 300 can be inserted. The ceramic liner 300 has a high melting point. The high-temperature arc generated during the bottom welding of the bilge keel pad 200 to the butt joint 210 will not melt through the ceramic liner 300, thereby avoiding the bottom weld 230 and the ship bilge outer plate 110 from melting and welding together, thereby avoiding The possibility of cracks accidentally occurring in the bilge keel joint 210 and the bilge keel pad 200 joint 210 extending to the bilge outer plate 110 of the ship is avoided, and the safety performance is good, ensuring the normal use of the ship. The ceramic liner 300 can be removed by first crushing it and then removing it, without any ceramic liner 300 fragments remaining, ensuring that the positions of all bilge keel joints 210 are flat, which is conducive to the installation of the bilge keel and ensuring the safety of the ship. In addition, no ceramic liner 300 fragments remain, avoiding local electrochemical corrosion during the use of the ship, reducing the corrosion rate of the bilge keel pad 200, the bilge keel and the bilge outer plate 110 of the ship in the area, avoiding potential risks to the safe navigation of the ship, reducing the frequency of ship maintenance, and increasing the service life of the ship.

[0082] The technical means disclosed in the solutions of the present invention are not limited to those disclosed in the above-mentioned embodiments, but also include technical solutions composed of any combination of the above-mentioned technical features. It should be noted that those skilled in the art may make various improvements and modifications without departing from the principles of the present invention, and such improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for welding a bilge keel plate to a butt joint, characterized in that: The steps include: Bevel the end of the bilge keel pad; Installing a plurality of the bilge keel pads in the length direction of the bilge outer plate of the ship, so that butt joints are formed between the grooves of adjacent bilge keel pads; inserting a ceramic liner between the butt joint and the bilge outer plate of the ship; The bilge keel pads on both sides of the butt joint are provided with waiting areas along their length direction, and fillet welds excluding the waiting areas are welded between the bilge keel pads and the bilge outer plate of the ship; Performing backing weld and filling weld on the butt joint to form a butt weld; heating the butt weld and both sides of the butt weld, hammering the butt weld and both sides of the butt weld to break the ceramic liner, and removing the broken ceramic liner; Welding a cap weld above the butt weld; Welding the fillet weld between the bilge keel pad in the welding area and the bilge outer plate of the ship.

2. The method for welding the bilge keel plate to the butt joint according to claim 1, characterized in that: In the step, several bilge keel pads are installed in the length direction of the bilge outer plate of the ship, and butt joints are formed between the grooves of adjacent bilge keel pads. The butt joints are clearance-matched with the bilge outer plate of the ship, and the clearance between the butt joints and the bilge outer plate of the ship is 3-4 mm.

3. The method for welding the bilge keel plate to the butt joint according to claim 2, characterized in that: In the step, several bilge keel pads are installed in the length direction of the bilge outer plate of the ship, and a butt joint is formed between the grooves of adjacent bilge keel pads. The gaps between two adjacent bilge keels are matched, and the root gap of the butt joint is 4-8 mm.

4. The method for welding the bilge keel plate to the butt joint according to claim 2 or 3, characterized in that: In the step, a ceramic liner is inserted between the butt joint and the ship bilge outer plate, wherein the thickness of the ceramic liner is 2-3 mm, the width of the ceramic liner is 20-25 mm, and the length of the ceramic liner is 20-30 mm longer than the width of the bilge keel pad.

5. The method for welding the bilge keel plate to the butt joint according to claim 1, characterized in that: In the step, the bilge keel pads on both sides of the butt joint are provided with areas to be welded along their lengths. In welding the fillet welds between the bilge keel pads and the bilge outer plates of the ship excluding the areas to be welded, the bilge keel pads on both sides of the butt joint extend 100-200 mm along their lengths as the areas to be welded. CO2 gas shielded welding is used to weld the fillet welds between the bilge keel pads and the bilge outer plates of the ship excluding the areas to be welded.

6. The method for welding bilge keel plate to butt joint according to claim 1, characterized in that: In the step of heating the butt weld and both sides of the butt weld, hammering the both sides of the butt weld to break the ceramic liner, and removing the broken ceramic liner, a gas flame is used to heat the butt weld and both sides of the butt weld, the heating range is 50-100 mm on both sides of the butt weld, and the heating temperature is 500-600°C.

7. The method for welding the bilge keel plate to the butt joint according to claim 6, characterized in that: In the steps of heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld to crush the ceramic liner, and removing the crushed ceramic liner, a flat-head copper hammer, a rubber hammer, or a wooden mallet is used to evenly hammer the butt weld and both sides of the butt weld until the ceramic liner is crushed into powder.

8. The method for welding the bilge keel plate to the butt joint according to claim 6 or 7, characterized in that: The steps of heating the butt weld and both sides of the butt weld, hammering both sides of the butt weld, crushing the ceramic liner, and removing the crushed ceramic liner also include the following steps: after removing the crushed ceramic liner, continuously and evenly hammering the butt weld and both sides of the butt weld for 5-10 minutes.

9. The method for welding bilge keel plate butt joints according to claim 1, characterized in that: After the step of welding the cap weld above the butt weld, the method further includes the step of grinding the cap weld on the butt weld.

10. A ship, characterized in that: It comprises a ship body, a bilge keel pad and a bilge keel, wherein the bilge keel pad is installed on the outer plate of the bilge portion of the ship body, the butt joints between adjacent bilge keel pads are welded using the butt joint welding method according to any one of claims 1 to 9, and the bilge keel is installed on the bilge keel pad.

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