A double scheme interference-free laying method for ship bottom piles

Abstract

A double scheme interference-free ship bottom block laying method, main and secondary strong components of a ship are drawn on a flat bottom line plane in the form of double-dot lines to form a dense grid surface, blocks are arranged to form scheme A and scheme B, scheme A is laid according to odd blocks, blocks are arranged at the center, scheme B is laid according to even blocks, blocks are not arranged at the center, and checking is carried out to cancel or supplement blocks. The application can be applied to oil tankers, bulk carriers, container ships and gas ships, can improve the accuracy of block laying, meet the structural strength requirements, and can provide two sets of non-interfering design schemes, ensure that the bottom paint is cross-supplemented when the ship is docked for maintenance, simplify the construction process, shorten the ship repair period and prolong the ship operation time. The patent can also directly check the interference between the blocks and other structures of the ship bottom, improve the accuracy and operability of block laying, and achieve the purpose of reducing cost and increasing efficiency.

Description

Technical Field

[0001] This invention belongs to the field of marine shipbuilding and design, and specifically relates to a dual-scheme, interference-free method for laying hull piers. Background Technology

[0002] Typically, after a newly built ship leaves port, it needs to enter the dry dock within five years for equipment maintenance and hull painting. The dry dock plan is the design basis for the ship's dry dock maintenance.

[0003] The docking plan details the locations of all the ship's bottom bolts, the locations of all the seabed valve boxes and the sizes of the openings on the hull plating, the locations and sizes of the logs and depth sounders, the distribution of the dock piers and their load-bearing conditions during docking, and is one of the drawings submitted to the shipowner and ship inspection authorities for reference.

[0004] There is no process or method for drawing docking diagrams in the existing technology. Most of them are completed according to the designer's habits. The placement of the piers is irregular and the number of piers is counted manually. This work is time-consuming and labor-intensive. At the same time, when laying the piers, it is necessary to avoid the positions of the ship's bottom bolts, seabed valve boxes and various openings. Once an interference occurs, the position needs to be rearranged, which can easily lead to situations where construction cannot be carried out on site after the piers are laid.

[0005] As shipowners' requirements become increasingly stringent, two independent docking schemes have been proposed. If the schemes are arranged arbitrarily according to the designers' habits, the requirement of non-interference in pier laying will not be met. Summary of the Invention

[0006] To address the aforementioned problems, this invention provides a dual-scheme, interference-free method for laying ship hull blocks. The aim is to allow for a direct visualization of any interference between the ship hull and the blocks or other structures, while avoiding blocks or other structures that could interfere with the ship hull, thereby improving the accuracy and operability of the block laying process. The technical solution adopted is as follows:

[0007] A dual-scheme, interference-free method for laying ship bottom piers, the specific operation is as follows:

[0008] S1: Extract the ship's flat bottom plane from the ship's lines drawing. The ship's flat bottom plane is the Z coordinate. When the Z coordinate is zero, the flat bottom outer frame line draws the ship's main strong components in the form of double-dotted lines on the ship's flat bottom plane, including the ship's longitudinal girder, longitudinal bulkheads, transverse bulkheads, and inner bottom strong frame, forming a grid surface with the ship's flat bottom plane. The transverse bulkheads and inner bottom strong frame form the bottom strong structure.

[0009] S2: Mark the secondary strong components on the grid surface formed by the ship's flat bottom line. The secondary strong components are longitudinal ribs, with a spacing of M between the longitudinal ribs, forming a denser grid surface for the ship's flat bottom line.

[0010] S3: Based on step S2, draw the interference area setting shadow map. The interference area setting shadow map is formed by the shadow area of ​​the interference components projected on the flat bottom plane of the ship. The interference components include the position and opening size of the seabed valve box, the position of the opening of the engine room bottom on the hull plating, the position of the opening of the log sensor aft of the bow tip on the hull plating, the position of the opening of the depth sounder sensor on the hull plating, and the valves and bolts located at the bottom of the ship.

[0011] S4: Calculate the number of piers AFrn and the bearing capacity under each bottom strong structure.

[0012] Based on the loading status of the vessel when it entered the dry dock, the total weight distribution data is generated according to the rib positions, with the strong frame spacing being S and the longitudinal rib spacing being Fr.

[0013] Here, Fr represents the general term for rib number.

[0014] The pier at a certain Frn position is set according to the longitudinal position of the bottom strong frame and the transverse bulkhead. The total load WFrn borne by the pier at the Frn position is the weight of the first half of the rib within the strong frame spacing near the bottom strong structure position plus the weight of the second half of the rib within the strong frame spacing. MFrn is the weight of a longitudinal rib slice at the Frn position.

[0015] Where Frn represents a rib position number and n represents the rib position number.

[0016] When ni = S / Frn is even

[0017] WFrn=MFrn+MFr(n-1)+MFr(n-2)+…+MFr(n-ni / 2)+MFr(n+1)+MFr(n+2)+…+MFr(n+ni / 2).

[0018] When ni = S / Frn is odd

[0019] WFrn=MFrn+MFr(n-1)+MFr(n-2)+…+0.5×MFr(n-[ni / 2]-1)+MFr(n+1)+MFr(n+2)+…+0.5×MFr(n+[ni / 2]+1).

[0020] The piers have a uniform structure, a rectangular shape with a projected area of ​​1800mm × 450mm, a load-bearing capacity of 200t, and a safety factor of K = 1.2~1.4. The number of piers supported by each bottom strong structure is AFrn = [WFrn / (200 / K)], where AFrn is the set of all integers in the formula [WFrn / (200 / K)].

[0021] Among them, MFr(n - 1) is the weight of the previous rib position at the rib position Frn to be determined. MFr(n - 2) is the weight of the previous 2 rib positions at the rib position Frn to be determined. MFr(n + 1) is the weight of the next rib position at the rib position Frn to be determined. MFr(n + 2) is the weight of the next 2 rib positions at the rib position Frn to be determined. MFr(n + ni / 2) is the weight of the next ni / 2 rib positions at the rib position Frn to be determined. MFr(n - ni / 2) is the weight of the previous ni / 2 rib positions at the rib position Frn to be determined. MFr(n - [ni / 2] - 1) is the weight after subtracting 1 rib position from the integer part of ni / 2 at the rib position Frn. MFr(n + [ni / 2] + 1) is the weight after adding 1 rib position to the integer part of ni / 2 at the rib position Frn.

[0022] S5: Draw a straight line at the rib position Frn, measure the width BFrn of this straight line within the flat side line, pick up the rib position intersections and the number HFrn of the longitudinal continuous member and the straight line at the rib position Frn. If 2×AFrn×1800 < BFrn, screen out the non-compliant AFrn.

[0023] S6: The blocking timbers are arranged starting from the rib position with the maximum value of BFrn, and the width direction of the blocking timbers faces the width direction of the ship.

[0024] When AFrn > HFrn / 4, the value of AFrn needs to be reduced by 1 until AFrn - X < HFrn / 2 is satisfied.

[0025] When AFrn < HFrn / 4, one blocking timber is set for every 2 rib position intersections, and the spacing between the blocking timbers is greater than 1800 mm. It is paved from the center to both sides. In Plan A, the blocking timbers are laid in odd numbers and a blocking timber is set at the center. In Plan B, the blocking timbers are laid in even numbers and no blocking timber is set at the center. Plan A and Plan B do not overlap, but both Plan A and Plan B are symmetric plans.

[0026] When AFrn = HFrn / 4, one blocking timber is set for every 2 rib position intersections, and the spacing between the blocking timbers is not less than 1800 mm. It is paved from the center to both sides. In Plan A, the blocking timbers are laid in odd numbers and a blocking timber is set at the center. In Plan B, the blocking timbers are laid in even numbers and no blocking timber is set at the center. Plan A and Plan B do not overlap, but both Plan A and Plan B are symmetric plans.

[0027] S7: Check the drawing, overlap the shaded area of the interference region generated in step S3 with the blocking timber laying plan formed in step S6 according to the corresponding rib positions. If an interfering blocking timber is found, move the blocking timber to avoid it. If the blocking timber cannot be avoided, cancel the blocking timber at this place.

[0028] After cancellation, update the relevant number AFrn' for verification. AFrn' is the number of blocking timbers after inspection.

[0029] When K = WFrn / AFrn' > 1.2 or K = 1.2, the pier drawing is complete.

[0030] When K = WFrn / AFrn' < 1.2, proceed to step S9.

[0031] S8. When the existing piers cannot meet the strength requirements, additional piers are added. The length of the additional piers is arranged along the length of the ship, and the positions are set at the grid intersections in step S2.

[0032] Furthermore, in step S4 of the above-mentioned dual-scheme non-interference bottom pier laying method, the piers are set on the corresponding ribs of each inner bottom strong frame and transverse bulkhead.

[0033] Furthermore, in the above-mentioned dual-scheme non-interference hull pier laying method, in step S7, X is a natural number. When AFrn-X does not meet the condition, X is reduced by 1 based on the previous natural number.

[0034] Furthermore, in step S7 of the above-mentioned dual-scheme non-interference hull pier laying method, piers are first laid under the longitudinal continuous structure during the laying of scheme A, and then piers are laid at the longitudinal rib.

[0035] When using Plan B, simply lay timber blocks to the left and right of the areas where Plan A has already laid timber blocks.

[0036] Furthermore, in the above-mentioned dual-scheme non-interference hull pier laying method, the number of additional items in step S9 is always an even number.

[0037] This invention can be applied to oil tankers, bulk carriers, container ships, and gas carriers. It can improve the accuracy of pier laying, meet structural strength requirements, and provide two non-interfering design schemes. This allows for cross-repair of the hull paint during dry-docking maintenance, simplifies construction processes, shortens ship repair cycles, and extends ship operating time. This patent also allows for direct inspection of interference between the piers and other hull structures, improving pier laying accuracy and operability, and achieving cost reduction and efficiency improvement. Attached Figure Description

[0038] Figure 1 It is a diagram showing the grid surface formed by the ship's horizontal bottom line and the setting of shaded lines in the interference area.

[0039] Figure 2 This is the pier laying diagram for Option A.

[0040] Figure 3 This is the pier laying diagram for Scheme B.

[0041] Figure 4 This is a diagram showing the installation of reinforcing timber piers.

[0042] Among them, 1-ship flat bottom line, 2-ship longitudinal girder, 3-longitudinal bulkhead, 4-transverse bulkhead, 5-inner bottom strong frame, 6-interference component, 7-stanchion, 8-longitudinal skeleton, 9-rib intersection. Detailed Implementation

[0043] The present invention will be described in detail with reference to specific embodiments.

[0044] A dual-scheme, interference-free method for laying ship bottom piers, with the following specific steps:

[0045] S1, the ship's lines drawing is one of the most important drawings in ship design, reflecting the ship's external shape information. From the lines drawing, the ship's horizontal baseline plane 1 is extracted. When the ship's horizontal baseline is at Z-coordinate zero, the outer frame line of the flat bottom is drawn. The main strong structural members of the ship are drawn on the horizontal baseline plane in the form of double-dotted lines, including the longitudinal girder 2, longitudinal bulkheads 3, transverse bulkheads 4, and inner bottom strong frame 5, forming a grid surface with the ship's horizontal baseline plane. The combination of transverse bulkheads 4 and inner bottom strong frame 5 constitutes the bottom strong structure.

[0046] S2 marks secondary strong components on the ship's flat bottom line grid surface, mainly including longitudinal skeletons 8, where the spacing between longitudinal skeletons is M, forming a denser ship's flat bottom line grid surface.

[0047] S3, based on S2, draws a shaded diagram of the interference area. This diagram is formed by the shadowed projections of the interfering components onto the ship's flat bottom plane. The interfering components include the specific locations and opening dimensions of the seabed valve boxes. It also shows the specific locations of the openings of the engine room bottom, the log sensor aft of the bow tip, and the depth sounder sensor on the hull plating, as well as the specific locations of valves, bolts, and other structures located at the bottom of the ship on the flat bottom plane. Figure 1 As shown.

[0048] S4, calculate the number of piers 7 and the bearing capacity under each bottom strong structure. Based on the loading situation of the ship when it enters dry dock, form the total weight distribution data according to the rib positions, with the strong frame spacing being S and the longitudinal rib spacing being Fr (Fr represents the general term for rib position number). Piers are set on the corresponding rib positions of each inner bottom strong frame and transverse bulkhead.

[0049] The pier at a certain Frn (Frn represents a certain rib position number, and n represents the rib position number) is set according to the longitudinal position of the bottom strong frame and the transverse bulkhead. The total load WFrn borne by the pier at the Frn position is the weight of the first half of the rib position within the strong frame spacing near the bottom strong structure position plus the weight of the second half of the rib position within the strong frame spacing. MFrn is the weight of a longitudinal rib slice at the Frn position.

[0050] When ni = S / Frn is even (each ship has a fixed value),

[0051] WFrn = MFrn + MFr(n - 1) + MFr(n - 2) + … + MFr(n - ni / 2) + MFr(n + 1) + MFr(n + 2) + … + MFr(n + ni / 2)

[0052] When ni = S / Frn is odd (each ship is a fixed value),

[0053] WFrn = MFrn + MFr(n - 1) + MFr(n - 2) + … + 0.5×MFr(n - [ni / 2] - 1) + MFr(n + 1) + MFr(n + 2) + … + 0.5×MFr(n + [ni / 2] + 1)

[0054] Where, MFr(n - 1) is the weight of the previous rib position at the required Frn rib position, MFr(n - 2) is the weight of the previous 2 rib positions at the required Frn rib position, MFr(n + 1) is the weight of the next rib position at the required Frn rib position, MFr(n + 2) is the weight of the next 2 rib positions at the required Frn rib position, MFr(n + ni / 2) is the weight of the next ni / 2 rib positions at the required Frn rib position. MFr(n - ni / 2) is the weight of the previous ni / 2 rib positions at the required Frn rib position

[0055] MFr(n - [ni / 2] - 1) is the weight after subtracting 1 rib position from the integer part of ni / 2 at the Frn rib position. MFr(n + [ni / 2] + 1) is the weight after adding 1 rib position to the integer part of ni / 2 at the Frn rib position.

[0056] S5. The pier wood structures are the same, with a rectangular projection area of 1800mm × 450mm and a bearing capacity of 200t. The safety factor is taken as K = 1.2 - 1.4, and the number of pier woods under each bottom strong structure is AFrn = [WFrn / (200 / K)]. AFrn takes all integer sets within the calculation formula of [WFrn / (2 + 0 / K)].

[0057] S6. Draw a straight line at the Frn rib position and measure the width BFrn of this straight line within the flat side line. Pick up the rib intersections 9 of the longitudinal continuous member and the straight line at the Frn rib position and the number HFrn. If 2×AFrn×1800 < BFrn, filter out the unqualified AFrn.

[0058] S7. The pier woods are arranged starting from the rib position with the maximum value of BFrn, and the width direction of the pier woods faces the width direction of the ship.

[0059] When AFrn > HFrn / 4, AFrn - 1 needs to be processed until AFrn - X < HFrn / 2 is satisfied; the X value is subtracted by 1 based on the previous value.

[0060] When AFrn < HFrn / 4, set one dunnage at the intersection of every two frame positions, with the dunnage spacing greater than 1800 mm. Lay the dunnages from the center to both sides. For Plan A, lay the dunnages in odd numbers and set a dunnage at the center. For Plan B, lay the dunnages in even numbers and do not set a dunnage at the center. Plan A and Plan B do not overlap, but both Plan A and Plan B are symmetric plans.

[0061] As Figure 2 shown, when laying according to Plan A, first lay the dunnages under the longitudinal continuous structure, and then lay the dunnages at the longitudinal girders.

[0062] As Figure 3 shown, when laying according to Plan B, just lay the dunnages on the left and right of the places where the dunnages have been laid in Plan A.

[0063] When AFrn = HFrn / 4, set one dunnage at the intersection of every two frame positions, with the dunnage spacing not less than 1800 mm. Lay the dunnages from the center to both sides. For Plan A, lay the dunnages in odd numbers and set a dunnage at the center. For Plan B, lay the dunnages in even numbers and do not set a dunnage at the center. Plan A and Plan B do not overlap, but both Plan A and Plan B are symmetric plans.

[0064] S8, drawing inspection. Set the interference area generated in S3 as a shaded drawing and overlap it with the dunnage laying plan generated in S7 according to the corresponding frame positions. If an interfering dunnage is found, move the dunnage to avoid it. If the dunnage cannot be avoided, cancel the dunnage at this place. After cancellation, update the relevant quantity AFrn' for verification. AFrn' is the number of dunnages after inspection.

[0065] When K = WFrn / AFrn' > 1.2 or K = 1.2, then complete the dunnage laying drawing.

[0066] When K = WFrn / AFrn' < 1.2, perform S9.

[0067] S9, reinforcement dunnage setting.

[0068] As Figure 4 shown, when the laid dunnages cannot meet the strength requirements, supplement the dunnages. The length direction of the supplemented dunnages is arranged along the ship length, and the positions are set at the grid intersections in S2. The number of supplemented dunnages is all even.

[0069] The width of the dunnage laying ship is the largest at the FR129 frame position, BFr129 = 54800 mm, weight, S = 5460 mm, spacing ni = 6, which is an even number. Then WFr129 = MFr126 + MFr127 + MFr128 + MFr129 + MFr130 + MFr131 + MFr132 = 3560 t.

[0070] AFr129=[WFr129 / (200 / 1.2)~WFr129 / (200 / 1.4)]={13, 14}.

[0071] HFrn=63, longitudinal bone spacing M=850mm.

[0072] HFrn / 4=15.75, AFr129={13,14} represents the number of piers in the two schemes.

[0073] In the case of 13 timber blocks, the timber blocks are laid on the center line.

[0074] In the case of 14 blocks, the block is avoided on the basis of 13 blocks, and a block is placed between two blocks.

[0075] This invention can be applied to oil tankers, bulk carriers, container ships, and gas carriers. It can improve the accuracy of pier laying, meet structural strength requirements, and provide two non-interfering design schemes. This allows for cross-repainting of the hull during dry-docking maintenance, simplifies construction processes, shortens ship repair cycles, and extends ship operating time. Furthermore, this invention allows for direct inspection of interference between the piers and other hull structures, improving pier laying accuracy and operability, and achieving cost reduction and efficiency improvement.

Claims

1. A dual scheme interference-free method of laying a ship's keel block, characterized in that, The specific operation is as follows: S1: Extract the ship flat bottom line (1) plane in the ship lines drawing, the ship flat bottom line is the Z coordinate, when the Z coordinate is zero, the flat bottom outer frame line draws the main strong member of the ship in the form of a double-dot line on the flat bottom line plane, and forms a grid plane with the flat bottom line plane; S2: Label the secondary strong member on the grid plane formed by the flat bottom line plane to form a more dense flat bottom line grid plane, and then draw a shadow map of the interference area; S3: According to the loading condition of the ship when it enters the dock, the total weight distribution data according to the rib position distribution is formed, and the number of piles AFRn and the bearing capacity supported by each bottom strong structure are calculated; S4: Draw a straight line at the Frn rib position, and measure the width BFRn of the straight line in the flat edge line, pick up the rib position intersection point (9) of the longitudinal continuous member and the Frn rib position, and the number HFRn, 2*AFRn*1800<BFrn, and screen out AFRn that does not meet the requirements; S5: The piles are arranged from the maximum value of BFRn rib position, and the width direction of the piles is towards the width direction of the ship; When AFRn>HFRn / 4, the value of AFRn needs to be reduced by 1 until AFRn-X<HFRn / 2 is met; When AFRn<HFRn / 4, one pile is set according to 2 rib intersection points (9), and the distance between the piles is greater than 1800mm, and the piles are laid from the center to both sides, A scheme is laid according to odd number of piles, a pile is set at the center, B scheme is laid according to even number of piles, and no pile is set at the center, A and B schemes are not repeated, but A and B schemes are symmetric schemes; When AFRn=HFRn / 4, one pile is set according to 2 rib intersection points, and the distance between the piles is not less than 1800mm, and the piles are laid from the center to both sides, A scheme is laid according to odd number of piles, a pile is set at the center, B scheme is laid according to even number of piles, and no pile is set at the center, A and B schemes are not repeated, but A and B schemes are symmetric schemes; S6: Check the drawing, superimpose the generated interference area setting shadow map and the pile laying scheme according to the corresponding rib position, move the piles to avoid if the interference piles are found, and cancel the piles if the piles cannot be avoided; further check and complete the pile laying drawing.

2. The double-scheme non-interference ship bottom pile laying method according to claim 1, characterized in that, In step S2, the interference area setting shadow map is formed by the projection of the interference member (6) on the ship flat bottom line plane to form a shadow area, and the interference member includes the position and opening size of the sea valve box, the position of the opening of the engine room bottom on the ship body outer plate, the opening position of the log sensor on the ship body outer plate after the bow stem cabin, the opening position of the depth finder sensor on the ship body outer plate, the valve on the ship bottom, and the bolt; In step S3, the specific obtaining method of the number of piles AFRn and the bearing capacity supported by each bottom strong structure is: The total load WFrn borne by the pier at the Frn position is the weight of the first half of the rib positions within the strong frame spacing adjacent to the position of the bottom strong structure plus the weight of the second half of the rib positions within the strong frame spacing, and MFrn is the weight of one longitudinal rib position slice at the Frn position; When ni=S / Frn is even, WFrn=MFrn+MFr(n-1)+MFr(n-2)+…+MFr(n-ni / 2)+MFr(n+1)+MFr(n+2)+…+MFr(n+ni / 2); When ni=S / Frn is odd, WFrn=MFrn+MFr(n-1)+MFr(n-2)+…+0.5×MFr(n-[ni / 2]-1)+MFr(n+1)+MFr(n+2)+…+0.5×MFr(n+[ni / 2]+1); The pier is a rectangle with a projection area of 1800mm*450mm, and the bearing capacity is 200t, the safety factor is K=1.2~1.4, and the number of piers borne under each bottom strong structure is AFRN=[WFRN / (200 / K)], and AFRN is taken from all integer sets in the calculation formula. Wherein, S is the strong frame spacing, Fr represents the general term of rib position number, and n represents the rib position number; MFr(n-1) is the weight of the rib position in front of the Frn rib position; MFr(n-2) is the weight of the rib position in front of the Frn rib position; MFr(n+1) is the weight of the rib position behind the Frn rib position; MFr(n+2) is the weight of the rib position behind the Frn rib position; MFr(n+ni / 2) is the weight of the rib position ni / 2 behind the Frn rib position; MFr(n-ni / 2) is the weight of the rib position ni / 2 in front of the Frn rib position; MFr(n-[ni / 2]-1) is the weight of the rib position ni / 2 integer part minus 1 rib position behind the Frn rib position; MFr(n+[ni / 2]+1) is the weight of the rib position ni / 2 integer part plus 1 rib position behind the Frn rib position; In step S6, the specific further checking method of the pier is as follows: The pier is cancelled and the related number AFRN' is updated for checking, and AFRN' is the number of piers after checking; When K=WFRN / AFRN'>1.2 or K=1.2, the pier drawing is completed; When K=WFRN / AFRN'<1.2, the pier is supplemented, and the length direction of the supplemented pier is arranged along the ship length, and the position is set at the grid intersection in step S1.

3. A dual approach interference-free laying of a boat's keel block method according to claim 1, characterized in that, In step S5, X is a natural number, and when AFRN-X does not meet the condition, X is reduced by 1 based on the last natural number.

4. A dual approach interference-free laying of a boat's keel block method according to claim 1, characterized in that, In step S5, the A scheme is laid first in the longitudinal direction to build the pier under the pier, and then the pier is laid at the longitudinal beam. The B scheme is laid, and then the pier is laid on both sides of the pier laid in the A scheme.

5. A dual approach interference-free laying of a boat shore method according to claim 2, characterized in that, In step S3, the pier is set at each inner bottom strong frame and the corresponding rib position of the transverse bulkhead.

6. A dual approach interference-free laying of boat blocks method according to claim 2, characterized in that, The number of piles supplemented in step S6 is double.

7. A dual approach interference-free laying of boat blocks method as claimed in claim 1, wherein, The main strong members of the ship in step S1 include the ship longitudinal (2), the longitudinal bulkhead (3), the transverse bulkhead (4), the inner bottom strong frame (5), the transverse bulkhead (4) and the inner bottom strong frame (5) form the bottom strong structure.

8. A dual approach interference-free laying of boat blocks method according to claim 1, characterized in that, The secondary strong member in step S1 is the longitudinal (8).

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