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WO1994026585A1 - Procede et dispositif destines a l'installation d'un systeme de protection a deux coques - Google Patents

Procede et dispositif destines a l'installation d'un systeme de protection a deux coques Download PDF

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Publication number
WO1994026585A1
WO1994026585A1 PCT/US1993/004506 US9304506W WO9426585A1 WO 1994026585 A1 WO1994026585 A1 WO 1994026585A1 US 9304506 W US9304506 W US 9304506W WO 9426585 A1 WO9426585 A1 WO 9426585A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
auxiliary
structural
set forth
primary
Prior art date
Application number
PCT/US1993/004506
Other languages
English (en)
Inventor
David W. Hart
Joseph W. Krulikowski, Iii
Bohdan Dunas
Original Assignee
Special Projects Research Corp.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Special Projects Research Corp. filed Critical Special Projects Research Corp.
Priority to PCT/US1993/004506 priority Critical patent/WO1994026585A1/fr
Publication of WO1994026585A1 publication Critical patent/WO1994026585A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/082—Arrangements for minimizing pollution by accidents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B63B3/20—Shells of double type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/18—Improving safety of vessels, e.g. damage control, not otherwise provided for preventing collision or grounding; reducing collision damage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B83/00—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems
    • B63B83/40—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems for reducing risks of pollution or contamination; for improving safety

Definitions

  • the present invention relates to a method and device for constructing an auxiliary hull exterior to the existing primary hull of a ship. This invention will prevent punctures of the primary hull from impact and collision.
  • the object of this invention is to provide a method and device regarding the installation of double bottoms and double hulls on existing ships.
  • This method and device for constructing an auxiliary hull, exterior to the primary hull, has the capacity to absorb impact energy preventing primary hull puncture, and can be easily retrofited to existing ship hulls.
  • This method involves the use of members and or energy absorbing compression and tension members arranged in a truss-like formation to support the auxiliary hull shell.
  • the auxiliary hull shell can be laminated to weaken interlaminar shear strength and further increase energy absorption during impact and thus prevent auxiliary hull puncture.
  • This method also allows for the void spaces created between the primary and auxiliary hull shells to be filled with material which will, distribute the impact forces to the primary hull over a wider primary hull area, serve to support the auxiliary hull shell under hydrostatic forces, provide lateral support to the truss members and plating, and will minimize the loss of buoyancy forces due to auxiliary hull rupture from impact.
  • Cost saving advantages of this invention are; ease of installation due to truss-like construction which permits the use of easily managed tools, reduced time of installation due to simplified production and labor requirements, and lower cost of materials.
  • Technical advantages of this invention are; reduce hull punctures and loss of buoyancy by the use of energy absorbing and load distributing designs and materials, increased payload by allowing potable water and other nonpollutant tanks between primary and auxiliary hulls, allow for pipe runs outside the primary hull, and maintain or potentially increase payload by adding less weight then additional added buoyancy.
  • An additional, and significant, technical advantage includes the ability to control primary hull stresses in the auxiliary hull by using stress/deflection control devices.
  • FIG. 1 is a isometric view of the after portion of a tanker ship with a transverse cut line, illustrating the first version of the embodiment.
  • FIG. 2 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the truss members and the use of different void fill materials.
  • FIG. 3 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the use of energy absorbing compression truss member assemblies and cast joint devices as the second version of the embodiment.
  • FIG. 4 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the truss member assemblies configured to provide compressive resistance under probable impact forces.
  • FIG. 5 is an isometric view of the auxiliary hull shell, illustrating the use of laminated plating and associated butt joint design.
  • FIG. 6 is an isometric view of a laminated plate assembly and a stress/deflection controlling device which has the capability to relieve loads and allow deflection in the laminated plate assembly.
  • FIG. 7 is an isometric view of a cast joint device with a single appendage, used to attach a member or member assembly to the auxiliary hull shell or to the primary hull.
  • FIG. 8 is an isometric view of a cast joint device with two appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.
  • FIG. 9 is an isometric view of a cast joint device with three appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.
  • FIG. 10 is an isometric view of a cast joint device with four appendages, used to attach members or member assemblies to the auxiliary hull ⁇ hell or to the primary hull.
  • FIG. 11 is an isometric view of a cast joint device with five appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.
  • FIG. 12 is an isometric view of a truss member assembly, illustrating the use of energy absorbing tension truss member assemblies.
  • FIG. 13 is an isometric view of a space truss assembly, illustrating the support of the auxiliary hull shell.
  • FIG. 14 is an isometric view of the auxiliary hull shell illustrating the use of laminated plating with the interior plate shaped for additional strength..
  • FIG. 15 is an isometric view of a transition piece for the stress/deflection controlling device.
  • FIG. 16 is an isometric view of the construction support assembly.
  • FIG. 17 is an elevation view of the details for the construction support assembly.
  • FIG. 18 is an isometric view of a portion of a compression truss member assembly capable of supporting load after initial failure.
  • FIG. 19 is an isometric view of a portion of two laminated shell assemblies illustrating a method of joining, using tongue and groove interfaces.
  • FIG. 20 is an isometric view of a portion of a laminated plate assembly illustrating the use of bar support for laminated plate assembly stiffening.
  • FIG. 21 is a isometric view of a portion of a tanker ship, illustrating the third version of the embodiment.
  • FIG. 22 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the steel truss member assemblies and the construction support assembly.
  • FIG. 23 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the steel truss member assemblies and the construction support assembly.
  • FIG. 24 is a perspective view of a drydock, auxiliary hull and tanker ship, illustrating the drydocking method of the invention.
  • FIG. 25 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the use of gussets and plate as a means for attaching the truss members to the primary and auxiliary hull.
  • FIG. 26 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the use of gussets and plate as a means for attaching the truss members to the primary and auxiliary hull.
  • FIG. 27 shows elevations of the construction support assembly, illustrating the use of removable support structure allowing for access to the primary hull above the construction support assembly structure.
  • FIG. 28 is an elevation of truss end connection structure, illustrating the use of welded assemblies for truss connection to the primary hull and auxiliary hull and allowing for easing tolerance requirements in truss structure.
  • FIG. 29 is an elevation of truss end connection structure, illustrating the method of adjusting for better welding clearances and assembly ease.
  • FIGS. 1 through 29 show the preferred embodiment of the invention which is a method and device for constructing an auxiliary hull exterior to the primary hull of a ship, which has the capacity to absorb impact energy and prevent primary hull puncture.
  • FIG. 1 is an isometric of the after portion of a tanker ship illustrating the auxiliary hull denoted by the number 1 comprised of an auxiliary hull shell 2 and steel truss members 4, which is attached to the primary hull 3.
  • FIG. 2 is a typical transverse cross section illustrating the assembly of the auxiliary hull 1.
  • the auxiliary hull shell 2 is a steel plate which is held in place by steel truss members 4, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the auxiliary hull shell 2 is welded to the steel truss members 4, which in turn are welded to the primary hull 3 using socket and gusset type connections 5.
  • Lateral support for the steel truss members 4 may be provided by filling the void between the auxiliary hull shell 2 and primary hull 3, with a energy absorbing rigid polyurethane foam material 6, or a energy absorbing polyurethane ball shaped material 7, or a composition of polyurethane foam/ball material 8.
  • the preferred embodiment is the use of polyurethane foam/ball material 8.
  • This combination makes for a light weight, water tight and easily applied composite material effective in reducing steel truss member 4 size and weight, by laterally restraining the member, which increases buckling strength and the energy absorbed by the member before failure. It is also effective in supporting the auxiliary hull shell 2, of the auxiliary hull 1, under normal hydrostatic loads.
  • the polyurethane foam/ball material 8 is effective in absorbing energy as it resists loads and fails during collisions. Localized loads on the auxiliary hull shell 2 are dispersed within the polyurethane foam/ball material 8 and reach the primary hull 3 over a much larger area eliminating failure of the primary hull 3.
  • the expected ultimate compressive strength of the polyurethane foam/ball material is 400 pounds per square inch.
  • the use of this polyurethane foam/ball material 8 significantly reduces buoyancy loss due to auxiliary hull 1 puncture since the polyurethane foam/ball material 8 is water tight.
  • FIG. 3 is a typical transverse cross section of the second version of the preferred embodiment illustrating the assembly of the auxiliary hull 1.
  • the laminated plate assembly 9, further illustrated in FIG. 5, is a laminated plate assembly which is held in place by steel energy absorbing compression truss member assemblies 10, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the diagonal compression truss member assemblies 10 have been arranged in opposite directions, as deformations.
  • the diagonal compression truss member assemblies 10 have been arranged in opposite directions, as referenced from the ship's centerline, for maximum energy absorption during a side collision.
  • the laminated plate assembly 9, is welded to the energy absorbing compression truss member assemblies 10, which in turn are welded to the primary hull 3, using cast joint devices 25, 26, 27 or 28, which are further illustrated in FIGS. 7, 8, 9, and 10.
  • Lateral support for the compression truss member assemblies 10, can be provided by filling the void between the laminated plate assembly 9 and primary hull 3, with the described foam material 6, or ball shaped material 7, or a composition of foam/ball material 8.
  • the energy absorbing compression truss member assemblies 10 are comprised of two steel tube elements 14 and 15, which are connected via a male female joint. The sequence of the energy absorbing mechanism is as follows. Initially when impact is made a compressive force is generated in the compression truss member assembly 10.
  • the force required to maintain a constant rate of shortening must also increase.
  • This mechanism is very effective in absorbing a large amount of energy.
  • the compressive loads acting on the member assembly 10 are oriented axially relative to the member assembly.
  • the member assembly 10 may then be considered a column under compression and therefore column buckling is of concern.
  • the nature of the energy absorbing mechanism effectively counters column buckling tendencies in two ways; one, the member assembly shortens as the mechanism progresses, and two, the center cross section of the member assembly increases as the two elements mate. Both conditions dramatically increases the stiffness of the member reducing the possibility of buckling.
  • FIG. 4 is a typical longitudinal cross section of the second preferred embodiment illustrating the auxiliary hull 1 with the truss diagonal compression truss member assemblies 10 arranged in a downward and forward direction from the primary hull 3 for maximum energy absorption during a forward collision.
  • a stress/deflection controlling device 23 is illustrated to show proper arrangement to relieve primary hull bending stresses.
  • FIG. 5 is an isometric of the laminated plate assembly 9, that is comprised of an exterior plate 16, center plate 17, and interior plate 18 attached by the use of a structural adhesive 19 or a slot weld 20, end tongue piece 21 and end groove piece 22. End tongue piece 21 and end groove piece 22, are used to permit shell welds 43 in joining the laminated plate assemblies 9.
  • This laminated plate assembly 9 acts as a solid plate under operational loads, however interlaminar shear forces under collision will be high enough to fail the plate bonds allowing the plate to belly and thus avoiding plate tearing.
  • the polyurethane foam/ball material 8, as shown in FIG. 3, would then take more of the collision load and distribute it to the primary hull 3 over a large area eliminating localized failures of the primary hull 3.
  • the plate thicknesses of the laminated plate assembly 9 can be adjusted such that the exterior plate 16 is equal to or less than the specified limit. This results in the structural adhesive 19 acting as a natural corrosion barrier when the exterior plate 16 has corroded through thus delaying further corrosion.
  • FIG. 6 is an isometric of a stress/deflection controlling device 23 which provides for deflection control thereby controlling the amount of stress in the laminated plate assembly 9 caused by deflection from bending of the primary hull 3 which is denoted in FIG. 4.
  • the cross section of this stress/deflection controlling devise 23 allows considerable deflection when plane loads in the laminated plate assembly 9 act perpendicular to its long axis.
  • This devise 23, as shown, is an omega shape, however it can be any offset geometric shape, welded between sections of laminated plate assembly 9. The welded connection is formed with a tongue 32 and groove 33.
  • the interior of this devise 23 is filled with a flexible material 24, such as rubber or silicone caulk. This will make for a smooth shell and therefore less resistance as the hull travels through the water.
  • FIG. 7 is an isometric of a cast joint device 25 comprised of an appendage 30 and base 31 for a single truss member assembly.
  • the appendage 30 matches the inside geometry of the steel tube elements and allows for easy adjustment of truss member assembly length by providing a range of locations suitable for welding along the length of the appendage 30.
  • This appendage 30 can be cast economically in a large number of predetermined angular positions to receive steel tube elements such that a variety of standard cast joint devices can be used in different locations to facilitate fabrication.
  • the base 31 of the cast joint device 25 can be cast in various root geometries to facilitate welding preparation.
  • the device 25 can be welded to the outer side of the primary hull 3 or to the inner side of the auxiliary hull 1 as shown in FIG. 3. In this preferred embodiment five types of cast joint devises are utilized.
  • FIGS. 8,9,10 and 11 illustrate the different types of cast joint devises 26 through 29 with varying number of connection appendages 30 and base 31 geometries. These cast joint devises welded to the outer side of the primary hull 3, as shown in FIGS. 3 and , at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the width 11 of the bases 31 of devices 25 through 29 will be based on the thickness of the shell plating to avoid secondary stresses caused by truss member assembly loading. The loads in the truss member assemblies will be transferred to the primary hull structure by way of these cast joint devises.
  • FIG. 12 is an isometric of a energy absorbing tension truss member assembly 13.
  • This tension truss member assembly 13 shown in a cylindrical shape with a circular cross-section could have substantially any shaped cross-section.
  • the steel tube element 80 and steel tube element 81 are connected using two wedges 82 and 83 and a sleeve 84.
  • the two wedges 82 and 83 are formed such that when the inclined faces are mated the resultant outside diameter will substantially match the inside diameter of the two steel tube elements 80 and 81 respectively.
  • the inside diameter of the sleeve 84 substantially matches the outside diameter of the two steel tube elements 80 and 81.
  • Either steel tube element 80 or 81 can be inserted into sleeve 84.
  • Sleeve 84 can be pushed along the steel tube element out of the way of the tube element interface 85.
  • the wedges 82 and 83 can be mated and inserted into the interface end of steel tube element 80.
  • the thin end of the wedge 83 can be welded to the steel tube element 80. Steel tube element 81 can then be slid onto the two wedges 82 and 83. Connection to the cast joint device
  • FIG. 13 is an isometric of a space truss assembly 50 which is utilized where larger distances are needed between primary hull 3 and auxiliary hull shell 2 or if additional support of the auxiliary hull shell 2 is required.
  • the outer member assembly 55 of the space truss assembly 50 may have energy absorbing compression properties similar to that of the compression truss member assembly 10 in FIG. 3 or energy absorbing tension properties similar to that of the tension truss member assembly 13 in FIG. 12.
  • Intermediate diagonal member 58 provides structural support for the space truss assembly 50.
  • Intermediate horizontal member 59 provides lateral support for outer member assembly 55.
  • the space truss assembly 50 has nine base points attached to the auxiliary hull shell 2 and one top poiht attached to the primary hull 3. This design as compared to a planer truss structure illustrated in FIG. 2, FIG. 3 and FIG. 4, provides greater support and reduces panel size to one quarter the area for the auxiliary hull shell 2.
  • FIG. 14 is an isometric of an alternate form of the laminated plate assembly 9, shown in EIG. 5, where a shaped interior plate 34 is used to provide additional stiffness to resist bending of the shaped laminated plate assembly 41.
  • the lower surface 35 of this shaped interior plate 34 has been contoured to facilitate bonding with center plate 17 using a structural adhesive 19 or a slot weld 20.
  • End tongue piece 36 and end groove piece 37 are similar to 21 and 22 of FIG. 5, except for a raised top interface surface 38 and 39 to facilitate welding of the shaped interior plate 34.
  • FIG. 15 is an isometric of a transition stress/ deflection controlling device 40.
  • the cross section 42 is a geometric shape which has been tapered to allow for transition between the auxiliary hull shell 2 and the primary hull 3.
  • the cross section 44 is flatten to avoid any secondary or excessive stresses from -the deflection of the device 40.
  • FIG. 16 is an isometric of the construction support assembly 60.
  • This construction support assembly 60 allows for the maximum pre-arrival construction of the auxiliary hull 1.
  • Said assembly 60 allows for easily deformable support points for load distribution, and allows the ship to be dry-docked over and onto its new auxiliary hull 1.
  • FIG. 17 is a cross section of the construction support assembly 60.
  • the upper yoke assembly 61 is a weldment which provides a slot 71 to allow movement for proper load distribution of the block loads, along the primary hull 3, during dry-docking and serve as a guide to maintain alignment with the lower plating 69.
  • Block material 70 is an easily deformable material such as wood which will permit easy redistribution of docking loads similar to conventional docking blocks.
  • the top plate 62 of the upper yoke assembly 61 distributes loads and can be easily welded to the primary hull 3. Side plates 63 are positioned to form a slot 71.
  • the lower surfaces 65 of the side plates 63 have been trimmed to provide clearance for welds 72 after docking, with the lower support plate 73 of the upper yoke assembly 61.
  • the upper yoke assembly 61 can be welded to the lower plating 69 to permit the construction support assembly 60 to act as a permanent load carrying member.
  • Side chocks 64 connect the top plate 62 to the lower support plate 73 and act to transfer load during docking.
  • Support shelf 67 provides support for the block material 70.
  • the lower side chocks 68 provide structural support for both the support shelf 67 and the lower plating 69.
  • the construction support assembly 60 because of the extra support provided by the support shelf 67 and lower support plate 73, will act as a energy absorbing member during a collision. Once welded in place the construction support assembly 60 will allow for conventional dry-docking on the new auxiliary hull 1, by transferring loads directly to ships primary docking structures.
  • FIG. 18 is an isometric of a compression truss member assembly 92 formed by a steel tube element 90 and a steel tube element 91 which are connected to an intermediate guide 93 using upper weld 96 and lower attachment weld 95.
  • Intermediate guide 93 is of smaller cross-section which will fit into steel tube elements 90 and 91.
  • Failure of the lower attachment weld 95, due to compressive axial loads, will cause the compression truss member assembly 92 to shorten in length until the steel tube element 90 mates and is supported by the new interface formed by the upper weld 96 and the failed lower attachment weld 95.
  • This new truss member assembly configuration because of its reduced length will support increased load and will increase the impact energy absorbing capacity of the compression truss member assembly 92.
  • FIG. 19 is an isometric of two laminated plate assemblies 9, illustrating the joining of these assemblies using a tongue 45 and groove 46 design.
  • the tongue 45 and groove 46 can be formed by interior plate 18, center plate 17, and exterior plate 16, of similar dimensions, sandwiching them together and shifting the center plate 17 on a diagonal.
  • the three plates can be joined together forming two tongues 45 on adjacent edges and two grooves 46 on the other edges. Joining of these laminated plate assemblies 9, is accomplished by a butt weld 47 between interior plates 18 of adjacent laminated plate assemblies 9, and exterior plates 16 of adjacent laminated plate assemblies
  • FIG. 20 is an isometric of the laminated plate assembly 9, were an intermediate bar support 99 has been formed by bent steel bars which have a welding flat 97. The ends of the intermediate bar support 99 are welded to a bar flange 98. The combination of the laminated plate assembly 9, the intermediate bar support 99 and the bar flange 98, form a stiffened laminated plate assembly 100 which uses truss-like behavior to provide additional stiffness to resist bending of the laminated plate assembly 9.
  • FIG. 21 is an isometric of a portion of a tanker ship 105, illustrating the third version of the preferred embodiment an auxiliary hull 101, comprised of; an auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103, auxiliary hull shell stringers 106, box girder 107, construction support assemblies 60, and steel truss member assemblies 104 which are comprised of upper and lower steel tube elements 114 and 115, which is attached to the primary hull 3.
  • the box girder 107 is used to provide; additional ship's strength, additional buoyancy in event of a breach of the lower portion of the auxiliary hull 101, additional space for equipment, and reduction of the free surface effect of the ballast.
  • the construction support assemblies 60 is located directly over the conventional docking blocks 111 and allows for the maximum pre-arrival construction of the auxiliary hull 101, and also allows the ship to be dry-docked over and onto its new auxiliary hull 101, and is identical in function and similar in detail to the construction support assembly 60 described in FIGS. 16 and 17.
  • FIG. 22 is a typical transverse cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101.
  • the auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103, and is connected to steel truss member assemblies 104, which are joined to the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the steel truss member assemblies 104 are connected to the primary hull 3 and to the transverse beams 103 on the auxiliary hull shell plating 88, using gusset plates 109.
  • the steel truss members 112 are additionally connected to the construction support assembly 60 which is located directly above the conventional docking blocks 111.
  • the steel truss member assemblies 104 and steel truss members 112 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld
  • FIG. 23 is a typical longitudinal cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101.
  • auxiliary hull shell plating 88 longitudinal beams 102, transverse beams 103 and is held in place by steel truss member assemblies 104, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the steel truss member assemblies 104 are connected to the primary hull 3 and to the transverse beams
  • the steel truss member assemblies 104 are connected to the construction support assembly 60 which is located at the specific intersections of transverse beams 103 and longitudinal beams 102 and directly above the conventional docking blocks 111.
  • the steel truss member assemblies 104 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.
  • FIG. 24 is a perspective of a drydock 113 in which the auxiliary hull 101 is supported by conventional docking blocks 111 and a tanker ship 105 is being floated over and onto its new auxiliary hull 101.
  • Construction support assemblies 60 are used to support the .tanker ship 105 and to transfer the loads to the conventional- docking blocks 111.
  • the steel truss member assemblies 104 comprised of upper and lower steel tube elements as shown in FIG. 21, have the upper steel tube element 114 retracted into the lower steel tube element 115 to permit for tanker ship 105 maneuvering during drydocking over and onto its new auxiliary hull 101. After drydocking is completed the upper steel tube elements 114 are extended and assembly of the auxiliary hull 101 is accomplished in accordance with FIGS. 21, 22 and 23. After drydocking, forward and after fairing sections will be added to fair in the auxiliary hull 101 to the primary hull 3.
  • FIG. 25 is an alternate form of a typical transverse cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull
  • the auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103 shown as plate, and is connected to steel truss member assemblies 104, which are joined to the primary hull
  • the steel truss member assemblies 104 are connected to the primary hull 3 using gusset plates 109 and to the transverse beams 103 on the auxiliary hull shell plating 88.
  • the steel truss members 112 are additionally connected to the construction support 2k assembly 60 which is located directly above the conventional docking blocks 111.
  • the steel truss member assemblies 104 and steel truss members 112 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.
  • FIG. 26 is an alternate form of a typical longitudinal cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101.
  • the auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102 shown as plate, transverse beams 103 and is connected to steel truss member assemblies 104, which are joined to by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations.
  • the steel truss member assemblies 104 are connected to the primary hull 3 using gusset plates 109, and to the longitudinal beams 102 on the auxiliary hull shell plating 88.
  • steel truss member assemblies 104 are connected to the construction support assembly 60 which is located at the specific intersections of transverse beams 103 and longitudinal beams 102 and directly above the conventional docking blocks 111.
  • the steel truss member assemblies 104 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.
  • FIG. 27 illustrates sections of an alternate form of the construction support assembly 60 now denoted as 120.
  • the upper yoke assembly 127 is an assemblage of members comprising a top plate 124 onto which side plates 125 are welded forming a slot 71.
  • the upper yoke assembly 127 is supported by, but not permanently attached to removable support structure 122.
  • the removeable support structure 122 is stiffened by gussets 123.
  • the removable support structure 122 is supported by but not permanently attached to upper block bearing members 121.
  • the upper block bearing members 121 are supported by block material 70 that is deformable and will serve the function of distributing blocking loads during ship drydocking. Support shelf 67 provides support for the block material 70.
  • the lower side chocks 68 and center lower side chocks 128 provide structural support for both the support shelf 67 and the lower bulkhead plating 69 which is attached to the auxiliary hull shell 2. Cenetr lower side chocks 128 are in line with and attached to the transverse beams 103.
  • the deformation during drydocking, of the block material 70 is relatively large as compared to the deformation of the removable support structure 122.
  • To lift the upper yoke assembly 127, to relieve the load in the block material 70 would require a large displacement and produce a large local load in the primary hull 3 and interior ship's structure 12.
  • the removable support structure 122 being fabricated of steel does not require a large displacement to relieve this load.
  • Hydraulic jacks 126 can be used to relieve this load in the removable support structure 122. Once relieved of load the removable support structure 122 can be removed. The hydraulic jacks 126 are then relaxed lowering the upper yoke assembly 127 for primary hull 3 access for cleaning and preparation. During this period surrounding construction support assemblies 120 redistribute the drydocking load. After cleaning and preparation of the primary hull 3 the hydraulic jacks 126 are actuated raising the upper yoke assembly 127 and reloading the construction support assembly 120 to allow replacement of the removable support structure 122. Once the removable support structure 122 is in place the hydraulic jacks 126 are relaxed transferring the block loads into the removable support structure 122. The hydraulic jacks 126 are then removed.
  • the construction support assembly 120 is now ready for final assembly welding. This includes attachment of top plate 124 to primary hull 3, and attachment of removable support structure 122 to top plate 124 and upper block bearing member 121. Additionally, the side plates 125 are attached to the lower bulkhead plating 69. Flat bar 129 attaches the upper block bearing member 121 to the support shelf 67 to provide bending stability in the event of block material 70 deterioration.
  • FIG. 28 illustrates an alternate form of a truss member end connection which is comprised of a center plate 130, which is reinforced by side chocks 131 and is connected to the primary hull 3.
  • the lower base plate 132 is connected to the center plate 130, and side chocks 131 and is wide enough to allow for horizontal misalignment of the steel truss member assembly 104. After proper adjustment of the root opening between the upper face of the truss member assembly
  • connection can be completed using upper member assembly weld 136.
  • FIG. 29 illustrates the ability of the alternate form of a truss member end connection shown in FIG. 28 to allow for an angular offset error 138 between the lower base plate 132 and the upper face of the truss member assembly 135.
  • Angular offset error 138 can be corrected during the routine installation of the truss member end connection by rotation of part of the steel truss member assembly 104, which has been fabricated with an angular offset 137, until the gap between the truss member and end connection is minimized.

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Abstract

Procédé et dispositif permettant de construire une coque supplémentaire (1), à l'extérieur de la coque principale (3) d'une navire, qui présente l'aptitude à absorber l'énergie d'un choc afin d'empêcher la perforation de la coque principale (3), et qui peut être aisément adaptée à des coques de navire existantes. Ce procédé et ce dispositif comprennent l'utilisation d'éléments d'absorption d'énergie disposés en une configuration du type treillis (4) afin de soutenir l'enveloppe externe de la coque supplémentaire. Cette enveloppe externe (20 peut être laminée (9) afin d'affaiblir la résistance au cisaillement interlaminaire et d'accroître davantage l'absorption d'énergie au cours d'un choc afin de prévenir toute perforation de la coque supplémentaire. Le procédé et ce dispositif permettent également de remplir les espaces vides produits entre les enveloppes de coques principale et supplémentaire à l'aide d'un matériau (8) qui permet de répartir les forces de choc exercées sur la coque principale sur une plus grande zone, qui sert à soutenir l'enveloppe (2) de la coque supplémentaire lorsqu'elle est soumise à des forces hydrostatiques, et qui confère à l'ensemble des forces de flottaison additionnelles si l'enveloppe (2) de la coque supplémentaire (2) est perforée.
PCT/US1993/004506 1993-05-18 1993-05-18 Procede et dispositif destines a l'installation d'un systeme de protection a deux coques WO1994026585A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US1993/004506 WO1994026585A1 (fr) 1993-05-18 1993-05-18 Procede et dispositif destines a l'installation d'un systeme de protection a deux coques

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1993/004506 WO1994026585A1 (fr) 1993-05-18 1993-05-18 Procede et dispositif destines a l'installation d'un systeme de protection a deux coques

Publications (1)

Publication Number Publication Date
WO1994026585A1 true WO1994026585A1 (fr) 1994-11-24

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PCT/US1993/004506 WO1994026585A1 (fr) 1993-05-18 1993-05-18 Procede et dispositif destines a l'installation d'un systeme de protection a deux coques

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2307452A (en) * 1995-10-30 1997-05-28 Malaysia Shipyard & Engineerin Conversion of a single hull vessel to a double hull vessel.
EP0856464A1 (fr) * 1997-01-29 1998-08-05 Malaysia Shipyard & Engineering SDN BHD Procédé pour la conversion d'un bateau à coque simple en un à coque double
WO2000030930A1 (fr) 1998-11-20 2000-06-02 Bae Systems (Land And Sea Systems) Limited Structures a absorption d'energie
US6770374B1 (en) 1998-06-05 2004-08-03 Basf Aktiengesellschaft Composite elements containing compact polyisocyanate polyaddition products
US6790537B1 (en) 1999-03-30 2004-09-14 Basf Aktiengesellschaft Composite elements containing polyisocyanate-polyaddition products
US7223457B1 (en) 1999-11-04 2007-05-29 Basf Aktiengesellschaft Composite elements
EP1914160A3 (fr) * 2006-10-16 2010-05-26 Donau-Tankschiffahrtsgesellschaft m.b.H Procédé de transformation d'un pétrolier à une paroi en un pétrolier à double paroi
EP2796359A1 (fr) * 2013-04-22 2014-10-29 Overdick GmbH & co. KG Croisement de cloison double
RU2652374C1 (ru) * 2017-04-03 2018-04-25 Владимир Александрович Карташев Корпус судна
RU2652370C1 (ru) * 2017-04-03 2018-04-25 Федеральное государственное автономное образовательное учреждение высшего образования "Дальневосточный федеральный университет" (ДВФУ) Корпус судна

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US796768A (en) * 1904-04-29 1905-08-08 Ludwig Steinmetz Metallic sheathing.
US808467A (en) * 1903-06-05 1905-12-26 Edmond Molloy Method of constructing vessels.
US1299697A (en) * 1918-07-09 1919-04-08 Anonima Italiana Gio Ansaldo & C Soc Means for the protection of ships, both mercantile and navy ships, against submarine attacks or mines.
US1429941A (en) * 1918-04-23 1922-09-26 Flamm Oswald Submarine boat
US3380557A (en) * 1966-10-06 1968-04-30 Gerald H. Peterson Variable kinetic energy absorber
JPS6220787A (ja) * 1985-07-19 1987-01-29 Sumitomo Heavy Ind Ltd ドツグ内でのブリスタ−取付工法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US808467A (en) * 1903-06-05 1905-12-26 Edmond Molloy Method of constructing vessels.
US796768A (en) * 1904-04-29 1905-08-08 Ludwig Steinmetz Metallic sheathing.
US1429941A (en) * 1918-04-23 1922-09-26 Flamm Oswald Submarine boat
US1299697A (en) * 1918-07-09 1919-04-08 Anonima Italiana Gio Ansaldo & C Soc Means for the protection of ships, both mercantile and navy ships, against submarine attacks or mines.
US3380557A (en) * 1966-10-06 1968-04-30 Gerald H. Peterson Variable kinetic energy absorber
JPS6220787A (ja) * 1985-07-19 1987-01-29 Sumitomo Heavy Ind Ltd ドツグ内でのブリスタ−取付工法

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2307452A (en) * 1995-10-30 1997-05-28 Malaysia Shipyard & Engineerin Conversion of a single hull vessel to a double hull vessel.
EP0856464A1 (fr) * 1997-01-29 1998-08-05 Malaysia Shipyard & Engineering SDN BHD Procédé pour la conversion d'un bateau à coque simple en un à coque double
US6770374B1 (en) 1998-06-05 2004-08-03 Basf Aktiengesellschaft Composite elements containing compact polyisocyanate polyaddition products
WO2000030930A1 (fr) 1998-11-20 2000-06-02 Bae Systems (Land And Sea Systems) Limited Structures a absorption d'energie
US6790537B1 (en) 1999-03-30 2004-09-14 Basf Aktiengesellschaft Composite elements containing polyisocyanate-polyaddition products
US7223457B1 (en) 1999-11-04 2007-05-29 Basf Aktiengesellschaft Composite elements
EP1914160A3 (fr) * 2006-10-16 2010-05-26 Donau-Tankschiffahrtsgesellschaft m.b.H Procédé de transformation d'un pétrolier à une paroi en un pétrolier à double paroi
EP2796359A1 (fr) * 2013-04-22 2014-10-29 Overdick GmbH & co. KG Croisement de cloison double
WO2014173869A3 (fr) * 2013-04-22 2015-01-29 Overdick Gmbh & Co. Kg Double croisement de cloison étanche
RU2652374C1 (ru) * 2017-04-03 2018-04-25 Владимир Александрович Карташев Корпус судна
RU2652370C1 (ru) * 2017-04-03 2018-04-25 Федеральное государственное автономное образовательное учреждение высшего образования "Дальневосточный федеральный университет" (ДВФУ) Корпус судна

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