Ship body jig frame lofting method

Abstract

The invention relates to the technical field of ship construction, in particular to a ship body jig frame lofting method which comprises the following steps: acquiring a rib line, a first rib position line, a first height line, a second height line and a third height line on a rib theoretical line graph; taking an intersection point of the first rib position line and the second height line as an original point, gradually increasing and shifting the second height line towards the broadside along the length direction of the ship by taking the first reversible deformation as a step length to form a jig frame center line; determining the distance from each frame line to the jig reference surface at the center line of the jig; in the vertical direction, all the rib lines in the area from the first height line to the keel bottom face of the ship body gradually deviate towards the broadside to form a first reversible deformation line type, and all the rib lines in the area from the third height line to the deck side line of the ship body gradually deviate towards the broadside to form a second reversible deformation line type; and manufacturing the jig frame. The requirement for aluminum alloy ship manufacturing can be met, and it is guaranteed that deformation of the aluminum alloy ship after welding meets the construction requirement.

Description

Technical Field

[0001] The present invention relates to the technical field of shipbuilding, in particular to a hull cradle lofting method. Background Art

[0002] During the manufacture of aluminum alloy ships, welding deformation and shrinkage are greater than those of steel ships and are difficult to control. Especially for the production of the pointed, thin bow sections of aluminum alloy ships, appropriate welding shrinkage and reverse deformation must be added to the template-type cradle used to manufacture these sections to maximize control of welding deformation. Existing shipbuilding systems generate cradles that only accommodate both longitudinal and longitudinal weld shrinkage, failing to account for post-weld deformation and failing to meet the requirements of aluminum alloy ship welding. Aluminum alloy ships constructed using conventional cradles experience significant deformation and fail to meet construction requirements.

[0003] Therefore, a hull tire frame lofting method is needed to solve the above problems. Summary of the Invention

[0004] The purpose of the present invention is to provide a hull tire frame layout method, which can meet the needs of aluminum alloy ship manufacturing and ensure that the deformation of the aluminum alloy ship after welding meets the construction requirements.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] The hull frame lofting method comprises the following steps:

[0007] S1. Determine a manufacturing range of a tire frame according to a theoretical rib line diagram of the hull, determine a tire frame reference plane, and obtain a rib line, a first rib position line, a first height line, a second height line, and a third height line on the theoretical rib line diagram, wherein the second height line is located between the first height line and the third height line;

[0008] S2, taking the intersection of the first rib position line and the second height line as the origin, gradually shifting the second height line toward the side along the ship length by a first reverse deformation amount as a step size to form a tire frame centerline;

[0009] S3, determining the distance from the rib line of each gear to the tire frame reference plane at the tire frame centerline;

[0010] S4. In the vertical direction, all the rib lines in the area from the first height line to the keel bottom surface of the hull are gradually offset toward the side to form a first anti-deformation line shape, and all the rib lines in the area from the third height line to the deck edge line of the hull are gradually offset toward the side to form a second anti-deformation line shape;

[0011] S5. Manufacturing a tire frame according to the distance from the rib line of each gear to the tire frame reference plane, the first anti-deformation line type, and the second anti-deformation line type.

[0012] In some embodiments, in step S1, the distance from the tire frame reference plane to the ground is not less than 600 mm.

[0013] In some embodiments, in step S4, the intersection of the first rib position line and the first height line is used as the first reference point, and the first reference point is used as the base point to determine the offset of all the rib lines toward the side in the area from the first height line to the keel bottom surface of the hull.

[0014] In some embodiments, in step S4, the intersection of the first rib position line and the third height line is used as the second reference point, and the second reference point is used as the base point to determine the offset of all the rib lines toward the side within the range from the third height line to the deck edge line of the hull.

[0015] In some embodiments, in step S4, the deck edge line is the intersection line of the lower end surface of the deck and the side of the hull.

[0016] In some embodiments, in step S5, both the first inverse deformation line shape and the second inverse deformation line shape need to be offset toward one side of the tire frame reference plane by the thickness of the outer plate of the hull.

[0017] In some embodiments, in step S5, the first welding shrinkage compensation amount needs to be extended in the length direction of the tire frame corresponding to the hull.

[0018] In some embodiments, the first welding shrinkage compensation amount increases by 2 mm for every 600 mm.

[0019] In some embodiments, in step S5, the second welding shrinkage compensation amount needs to be extended in the vertical direction of the tire frame relative to the hull.

[0020] In some embodiments, the welding shrinkage compensation amount is increased by 0.8 mm between each level.

[0021] Beneficial effects of the present invention:

[0022] The present invention provides a hull cradle lofting method. The method determines the cradle fabrication range and datum plane based on a theoretical rib line diagram of the hull. The rib lines, first rib position lines, first height lines, second height lines, and third height lines are obtained from the theoretical rib line diagram, with the second height line located between the first and third height lines. With the intersection of the first rib position lines and the second height lines as the origin, the second height line is gradually offset toward the ship's side along the ship's length in increments of a first anti-deformation amount to form a cradle centerline. The distance from each rib line to the cradle datum plane is determined at the cradle centerline. Vertically, all rib lines in the area from the first height line to the keel bottom surface of the hull are gradually offset toward the ship's side to form a first anti-deformation line shape. All rib lines in the area from the third height line to the deck edge line of the hull are gradually offset toward the ship's side to form a second anti-deformation line shape. The cradle is manufactured based on the distance from each rib line to the datum plane, the first anti-deformation line shape, and the second anti-deformation line shape. Through the above method, the anti-deformation amount is increased in the height direction and width direction of the tire frame corresponding to the hull, so that after the hull is welded, the reserved anti-deformation amount can be used to offset the deformation caused by welding, thereby meeting the needs of aluminum alloy ship manufacturing, ensuring that the deformation of the aluminum alloy ship after welding meets the construction requirements, reducing the construction difficulty, and ensuring the quality of ship construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in describing the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the contents of the embodiments of the present invention and these drawings without any creative work.

[0024] Figure 1 The present invention is a flow chart of a hull tire frame lofting method. DETAILED DESCRIPTION

[0025] Before any embodiments of the present application are explained in detail, it is to be understood that the application is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the foregoing drawings.

[0026] In this application, the terms "comprises," "includes," "has," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0027] In this application, the terms "connect," "combine," "couple," and "install" may refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without an intermediary, and an indirect connection refers to two parts or components being connected to at least one intermediary, with the two parts or components being connected via the intermediary. Furthermore, "connect" and "couple" are not limited to physical or mechanical connections or couplings and may include electrical connections or couplings.

[0028] In this application, it will be understood by those skilled in the art that the function performed by an assembly can be performed by one assembly, multiple assemblies, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one assembly, or a combination of multiple parts.

[0029] In the present application, the terms "upper", "lower", "left", "right", "front", "back" and other directional words are described based on the orientation and positional relationship shown in the accompanying drawings, and should not be understood as limiting the embodiments of the present application. In addition, in the context, it is also necessary to understand that when it is mentioned that an element is connected to another element "upper" or "lower", it can not only be directly connected to the other element "upper" or "lower", but also be indirectly connected to the other element "upper" or "lower" through an intermediate element. It should also be understood that directional words such as upper side, lower side, left side, right side, front side, back side, etc. not only represent the positive orientation, but can also be understood as the lateral orientation. For example, below can include directly below, lower left, lower right, lower front and lower back, etc.

[0030] In order to meet the needs of aluminum alloy ship manufacturing and ensure that the deformation of aluminum alloy ship after welding meets the construction requirements, such as Figure 1 As shown, the present invention provides a method for laying out a hull tire frame. The method for laying out a hull tire frame comprises the following steps:

[0031] S1. Determine the range of the tire frame according to the theoretical rib line diagram of the hull, determine the tire frame reference plane, and obtain the rib line, the first rib position line, the first height line, the second height line, and the third height line on the theoretical rib line diagram, wherein the second height line is located between the first height line and the third height line;

[0032] S2, taking the intersection of the first rib position line and the second height line as the origin, gradually shifting the second height line toward the side along the ship length by a first reverse deformation amount as a step size to form a tire frame centerline;

[0033] S3. Determine the distance from each rib line to the tire frame reference plane at the tire frame centerline;

[0034] S4. Vertically, in the area from the first height line to the bottom of the keel of the hull, all the rib lines gradually shift toward the side to form a first anti-deformation line shape. In the area from the third height line to the deck edge line of the hull, all the rib lines gradually shift toward the side to form a second anti-deformation line shape.

[0035] S5. Manufacturing the tire frame according to the distance from each rib line to the tire frame reference plane, the first anti-deformation line shape and the second anti-deformation line shape.

[0036] Through the above method, the anti-deformation amount is increased in the height direction and width direction of the tire frame corresponding to the hull, so that after the hull is welded, the reserved anti-deformation amount can be used to offset the deformation caused by welding, thereby meeting the needs of aluminum alloy ship manufacturing, ensuring that the deformation of the aluminum alloy ship after welding meets the construction requirements, reducing the construction difficulty, and ensuring the quality of ship construction.

[0037] In some embodiments, in step S1, the distance between the tire frame reference plane and the ground is not less than 600 mm. Through the above-mentioned method, the construction space for the construction workers can be guaranteed, thereby facilitating the construction workers to perform construction operations.

[0038] In some embodiments, in step S4, the intersection of the first rib position line and the first height line is used as a first reference point, and the offset of all rib lines in the region from the first height line to the keel bottom surface of the hull toward the side is determined using the first reference point as a base point. Setting the first reference point facilitates reference when adjusting the offset of the rib lines, thereby ensuring the accuracy of the obtained first inverse deformation line shape.

[0039] In some embodiments, in step S4, the intersection of the first rib position line and the third height line is used as the second reference point, and the offset of all rib lines from the third height line to the deck edge line of the hull toward the side is determined using the second reference point as the base point. Setting the second reference point facilitates reference when adjusting the offset of the rib line, thereby ensuring the accuracy of the obtained second inverse deformation line shape.

[0040] In some embodiments, in step S4, the deck edgeline is the intersection line of the lower end surface of the deck and the side of the hull. Because the lower end surface is relatively flat and its installation position on the hull is relatively accurate, using the intersection line of the lower end surface of the deck and the side of the hull as the deck edgeline can effectively obtain the second inverse deformation line shape formed by the gradual deviation of the rib line toward the side, thereby ensuring the accuracy of the second inverse deformation line shape.

[0041] In some embodiments, in step S5, both the first and second inverse deformation lines need to be offset toward the tire frame reference plane by the thickness of the hull's outer plating. Since the tire frame, after fabrication, needs to abut the outer surface of the hull's outer plating, and the thickness of the outer plating varies at different locations, offsetting the outer plating thickness allows for a linear profile consistent with the outer plating surface, thereby more effectively ensuring subsequent hull construction.

[0042] In some embodiments, in step S5, the first welding shrinkage compensation amount is required to extend the tire frame in the direction corresponding to the length of the hull. Since the hull material shrinks to a certain extent after welding and cooling, setting the first welding shrinkage compensation amount can compensate for this in the length direction of the hull after welding and cooling, ensuring that the completed hull meets the required length and maintains the stability of the hull.

[0043] In some embodiments, the first weld shrinkage compensation amount increases by 2 mm for every 600 mm. This approach effectively compensates for shrinkage along the length of the hull and ensures that the first weld shrinkage compensation amount can accommodate subsequent hull shrinkage. In other embodiments, the first weld shrinkage compensation amount can be designed based on the hull's material and dimensions, and no further limitations are imposed herein.

[0044] In some embodiments, in step S5, the second welding shrinkage compensation amount is required to extend the jig in the vertical direction relative to the hull. Since the hull material shrinks to a certain extent after welding and cooling, setting the second welding shrinkage compensation amount allows for compensation in the vertical direction of the hull after welding and cooling, ensuring that the completed hull meets the required length and maintains its stability.

[0045] In some embodiments, the welding shrinkage compensation amount increases by 0.8 mm between each step. This approach effectively compensates for the height of the hull while ensuring that the second welding shrinkage compensation amount can accommodate subsequent hull shrinkage. In other embodiments, the second welding shrinkage compensation amount can be designed based on the hull's material and dimensions, and this is not intended to be limiting.

[0046] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A hull cradle lofting method, characterized in that: The steps include: S1. Determine a manufacturing range of a tire frame according to a theoretical rib line diagram of the hull, determine a tire frame reference plane, and obtain a rib line, a first rib position line, a first height line, a second height line, and a third height line on the theoretical rib line diagram, wherein the second height line is located between the first height line and the third height line; S2, taking the intersection of the first rib position line and the second height line as the origin, gradually shifting the second height line toward the side along the ship length by a first reverse deformation amount as a step size to form a tire frame centerline; S3, determining the distance from the rib line of each gear to the tire frame reference plane at the tire frame centerline; S4. In the vertical direction, all the rib lines in the area from the first height line to the keel bottom surface of the hull are gradually offset toward the side to form a first anti-deformation line shape, and all the rib lines in the area from the third height line to the deck edge line of the hull are gradually offset toward the side to form a second anti-deformation line shape; S5. Manufacturing a tire frame according to the distance from the rib line of each gear to the tire frame reference plane, the first anti-deformation line type, and the second anti-deformation line type.

2. The hull tire frame lofting method according to claim 1, characterized in that: In step S1, the distance from the tire frame reference plane to the ground is not less than 600 mm.

3. The hull tire frame lofting method according to claim 1, characterized in that: In step S4, the intersection of the first rib position line and the first height line is used as the first reference point, and the offset of all the rib lines toward the side in the area from the first height line to the keel bottom surface of the hull is determined with the first reference point as the base point.

4. The hull tire frame lofting method according to claim 1, characterized in that: In step S4, the intersection of the first rib position line and the third height line is used as the second reference point, and the offset of all the rib lines toward the side within the range from the third height line to the deck edge line of the hull is determined using the second reference point as the base point.

5. The hull tire frame lofting method according to claim 1, characterized in that: In step S4, the deck edge line is the intersection line between the lower end surface of the deck and the side of the hull.

6. The hull tire frame lofting method according to claim 1, characterized in that: In step S5, both the first inverse deformation line shape and the second inverse deformation line shape need to be offset toward one side of the tire frame reference plane by the thickness of the outer plate of the hull.

7. The hull tire frame lofting method according to claim 1, characterized in that: In step S5, the first welding shrinkage compensation amount needs to be extended in the length direction of the tire frame corresponding to the hull.

8. The hull tire frame lofting method according to claim 7, characterized in that: The first welding shrinkage compensation amount increases by 2 mm for every 600 mm.

9. The hull tire frame lofting method according to claim 1, characterized in that: In the step S5, the second welding shrinkage compensation amount needs to be extended in the vertical direction of the tire frame corresponding to the hull.

10. The hull tire frame lofting method according to claim 9, characterized in that: The welding shrinkage compensation amount is increased by 0.8 mm between each gear.

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