Unit 21 Ship Structure and Equipment Ship Structure说课讲解

此文档收集于网络，如有侵权请联系网站删除此文档仅供学习和交流此文档收集于网络，如有侵权请联系网站删除此文档仅供学习和交流Unit21ShipStructureandEquipmentShipStructure船舶结构与设备船舶结构1.TYPICALBULKCARRIERSTUCTURALCONFIGURATIONThemostwidelyrecognisedstructuralarrangementidentifiedwithbulkcarriersisasingledeckshipwithadoublebottom,hoppertanks,singleskintransverseframedsideshell,topsidetanksanddeckhatchways.最广泛认可与散货船结构安排确定是一个双层底，底边舱，单层横框sideshell，顶边舱和甲板舱口单甲板船Bulkcarrierdesigndoesnotaltersignificantlywithsize;fundamentally,abulkcarrierof30,000tonnesdeadweightusuallyhasthesamestructuralconfigurationasthatofashipof80,000tonnesdeadweight.散货船的设计不会因大小不会改变显著，载重3万吨与载重8万吨有有相同的结构配置。Ingeneral,theplatingprisingstructuralitemssuchasthesideshell,bottomshell,strengthdeck,transversebulkheads,innerbottomandtopsideandtankslopingplatingprovideslocalboundariesofthestructureandcarriesstaticanddynamicpressureloadsexertedby,forexample,thecargo,bunkers,ballastandthesea.Thisplatingissupportedbysecondarystiffeningmemberssuchasframesorlongitudinals.一般而言,电镀包括结构的项目，如侧壳，底壳，强力甲板，横舱壁，内底和顶面和镀槽坡组成结构项目提供了结构局部边界，进行静态和动态压力，例如,通过货物、燃料、压载水舱和大海这电镀的部分支持等中等尺寸的框或壳。Thesesecondarymemberstransfertheloadstoprimarystructuralmemberssuchasthedoublebottomfloorsandgirdersorthetransversewebframesintopsideandhoppertanks,etc.这些二次要部分转移负荷的主要结构构件，如梁双层底或地板和顶边和底边舱的横向肋骨等。Thetransversebulkheadstructures,includingitsupperandlowerstools,togetherwiththecrossdeckandthedoublebottomstructuresarethemainstructuralmemberswhichprovidethetransversestrengthoftheshiptopreventthehullsectionfromdistorting.横向舱壁结构,包括它的上部和下部一起交叉连同过甲板上双底结构的主要结构成员提供抗弯强度防止船的船体段扭曲Inaddition,ifingressofwaterintoanyoneholdhasoccurred,thetransversewatertightbulkheadspreventprogressivefloodingofotherholds.另外,如果进水到任何一个水平已发生,横向水密舱壁防止大量进水是有效的。2.DESIGNLIMITATIONS2.1GeneralAllshipsaredesignedwithlimitationsimposedupontheiroperabilitytoensurethatthestructuralintegrityismaintained.所有的船的设计通过限制可操作性,以确保维持结构完整性。Therefore,exceedingtheselimitationsmayresultinoverstress-ingoftheship’sstructurewhichmayleadtocatastrophicfailure.因此，超过这些限制可能导致过载，可能导致灾难性的失败。Theship’sapprovedloadingmanual手册providesadescriptionof说明theoperational业务loadingconditionsupon根据条件whichthedesignof设计thehullstructure结构hasbeenbased.Theloadinginstrumentprovidesameanstoreadilycalculatethestillwatershearforcesandbendingmoments,inanyloadorballastcondition,andassessthesevaluesagainstthedesignlimits.装载仪器提供了一种易于计算静水剪力和弯矩在任何负载或压载的条件下，针对设计和评估限制这些值。Aship’sstructureisdesignedtowithstandthestaticanddynamicloadslikelytobeexperiencedbytheshipthroughoutitsservicelife.船的结构设计能够承受的静态和动态载荷可能受到其整个使用船舶经验寿命Theloadsactingonthehullstructurewhenashipisfloatinginstill(calm)waterarestaticloads.载荷对船体结构时，一船是浮在静止水是静态负载。Theseloadsareimposedbythe:这些荷载施加的有：1)Actualweightoftheship’sstructure,outfitting,equipmentandmachinery.实际重量船的结构、装备、设备和机器。2)Cargoload(weight).装载货物（重量）。3)Bunkerandotherconsumableloads(weight).Bunker其它消耗负荷（重量）4)Ballastload(weight).镇流器负荷(重量)5)Hydrostaticpressure(seawaterpressureactingonthehull).静水压(海水压力作用于船体)Dynamicloadsarethoseadditionalloadsexertedontheship’shullstructurethroughtheactionofthewavesandtheeffectsoftheresultantshipmotions(i.e.accelerationforce,slamming（拍击运动）andsloshingloads).动态载荷对这些额外的负荷在船的船体结构,通过波的作用结果的影响船舶运动加速度力（即加速力，拍击运动晃动负荷）Sloshingloadsmaybeinducedontheship’sinternalstructurethroughthemovementofthefluidsintanks/holdswhilstslammingofthebottomshellstructureforwardmayoccurduetoemergenceoftheforeendoftheshipfromtheseainheavyweather.晃动负荷可能诱发船上的内部结构tanks/holds，通过对流体运动的，而壳结构的底部拍击运动可能会出现由于对来自海上的船只在恶劣天气出现前结束。Cargoover-loadinginindividualholdspaceswillincreasethestaticstresslevelsintheship’sstructureandreducethestrengthcapabilityofthestructuretosustainthedynamicloadsexertedinadverseseaconditions.货物过个别持有空间负荷将增加船舶的结构静应力水平，降低了结构强度的能力，以维持在恶劣海况下产生的动态负载。2.2HullGirderShearForcesandBendingMoments船体梁剪力和弯矩AllbulkcarriersclassedwithIACSMemberSocietiesareassignedpermissiblestillwatershearforces(SWSF)andSWBMlimitsassignedtoeachship,namely:与国际船级社协会会员所有散装社团归类仍然允许运营商分配水（SWSF）剪切力和SWBM限制分配给每个船，即：1)Seagoing(atsea)SWSFandSWBMlimits.远洋（海上）SWSF和SWBM限制。2)Harbour(inport)SWSFandSWBMlimits.港（港口）SWSF和SWBM限制TheseagoingSWSFandSWBMlimitsarenottobeexceededwhentheshipputstoseaorduringanypartofaseagoingvoyage.SWBM的海上SWSF和限制不得超过当出港或在海上航行的任何一个部分。Inharbour,wheretheshipisinshelteredwaterandissubjectedtoreduceddynamicloads,thehullgirderispermittedtocarryahigherlevelofstressimposedbythestaticloads.在港口,那里船停靠在庇护水和受到降低动态荷载作用下,允许船体梁携带一个更高层次的压力所产生的静态负荷TheharbourSWSFandSWBMlimitsarenottobeexceededduringanyseofharbourcargooperations.海港SWSF和SWBM不超过任何阶段港口货物操作的限制。Whenashipisfloatinginstillwater,theship’slightweight(theweightoftheship’sstructureanditsmachinery)anddeadweight(allotherweights,suchastheweightofthebunkers,ballast,provisionsandcargo)aresupportedbytheglobalbuoyancyup-thrustactingontheexteriorofthehull.Alongtheship’slengththerewillbelocaldifferencesintheverticalforcesofbuoyancyandtheship’sweight.Theseunbalancedverticalforcesactingalongthelengthoftheshipwillcausethegirdertoshearandtobend,inducingaverticalSWSFandSWBMateachsectionofthehull.当一艘船漂浮在静止的水,这艘船的轻量级(重量的船的结构及其机械)和净(其他所有重量、如掩体的重量、压舱物、规定和货物)的支持up-thrust全球浮力的外观上表演的船体沿着船的长度将会有地区差异问题在垂直的力量的浮力和船的重量。这些不平衡的净垂向力的长度代理在船将使较大剪力和弯曲、诱导垂直SWSF和SWBM的各部分在船体。Atsea,theshipissubjectedtocyclicalshearingandbendingactionsinducedbycontinuouslychangingwavepressuresactingonthehull.Thesecyclicalshearingandbendingactionsgiverisetoanadditionalponentofdynamic,waveinduced,shearforceandbendingmomentinthehullgirder.在海上，船是受到周期性的剪切和不断变化的波浪压力的影响.周期性剪切和弯曲作用的动态，波浪引起的额外组件，剪切力和船体弯矩致弯曲行为梁。Atanyonetime,thehullgirderissubjectedtoabinationofstillwaterandwaveinducedshearforcesandbendingmoments.在任何一个时间，船体梁是受到了静水和海浪的合力引起的剪力和弯矩。Thestressesinthehullsectioncausedbytheseshearingforcesandbendingmomentsarecarriedbycontinuouslongitudinalstructuralmembers.在这些的应力剪切力和弯矩引起的连续纵向构件进行船体部分。Thesestructuralmembersarethestrengthdeck,sideshell舷侧外板andbottomshellplating双层底板andlongitudinals,纵骨innerbottomplatingandlongitudinals,doublebottomgirdersandtopside水上舷侧andhoppertankplatingandlongitudinals,whicharegenerallydefinedasthehullgirder大梁.2.3LocalStrengthofTransverseBulkhead,DoubleBottomandCrossDeckStructure局部横向舱壁强度，双层底结构与跨桥面Toenhancesafetyandflexibility,somebulkcarriersareprovidedwithlocalloadingcriteriawhichdefinethemaximumallowablecargoweightineachcargohold,andeachpairofadjacentcargoholds(i.e.blockholdloadingcondition),forvariousshipdraughtconditions.提高安全性和灵活性，提供了一些散装货轮装载的准则，与当地的定义在每个货舱最大允许货物的重量，每相邻的货物对持有（即块用装条件），为各船吃水条件。Thelocalloadingcriteriaisnormallyprovidedintabularanddiagrammaticfrom.Over-loadingwillinducegreaterstressesinthedoublebottom,transversebulkheads,hatchcoamings,舱口围板坐hatchcorners,mainframesandassociatedbracketsofindividualcargoholds.个别货舱Thedoublebottom,crossdeckandtransversebulkheadstructuresaredesignedforspecificcargoloadsandsailingdraughtconditions.双层底，跨横舱壁甲板和结构设计的特定货物装载和航行条件草案。Thesestructuralconfigurationsaresensitivetotheverticalloadactingontheship’sdoublebottom.这些结构上的配置是灵敏的净垂直载荷对船舶双层底作用。Theverticalloadisthedifferencebetweentheverticaldownwardweightofthecargoandwaterballastinthedoublebottomandthehopperballasttanksinwayofthecargoholdandtheupwardbuoyancyforcewhichisdependentontheship’sdraught.净垂直负荷之间的垂直向下的重量，在货物和双层底压载水和货舱中向上的浮力和力量，是对船舶吃水依赖性料斗压载水舱的差异。Theimportanttrendtonotefromthelocalloadingdiagramisthatthereisareductioninthecargocarryingcapacityofaholdwithareductioninthemeandraught.最重要的趋势，注意从本地加载图，有一个在减少携带的货物，在平均吃水的持有量减少。Toexceedtheselimitswillimposehighstressesintheship’sstructureinwayoftheover-loadedcargohold.超过这些限制将在船舶在过载货舱方式结构增大过载。Therearetwosetsoflocalloadingcriteriadependinguponthecargoloaddistributionnamely,individualholdloadingortwoadjacentholdloading.有两套本地负载标准根据货物载荷分配即单个持有装载或两个相邻载入。Theallowablecargoloadsforeachholdorbinedcargoloadsintwoadjacentholdsareusuallyprovidedinassociationwithemptydoublebottomandhopperwingballasttanksdirectlyinwayofthecargohold.每个持有或合并货物配载货物在两个相邻的允许负载通常持有空提供双层底压载舱和漏斗翼协会直接在货舱的方式。Whenwaterballastiscarriedinthedoublebottomandhopperwingtanks,themaximumallowablecargoweightshouldbeobtainedbydeductingtheweightofwaterballastbeingcarriedinthetanksinwayofthecargohold.当压舱水在双层底和边舱，允许货物重量应该得到扣除压舱水的重量的货舱的方式。ThemaximumcargoloadsgivenintheLocalLoadingCriteriashouldbeconsideredinassociationwiththemeandraughtinwayofthecargohold(s).最大货物在装车负荷标准协会在货物保持（S）的方式平均吃水Inthecaseofasinglecargohold,theshipdraughtatthemid-lengthoftheholdshouldbeused.Fortwoadjacentcargoholds,theaverageofthedraughtinthemid-lengthofeachcargoholdshouldbeused.在一个单一的货舱的情况下，在中长的举行船吃水应使用。对于两个相邻的货舱，对在中的每个货舱长度平均草案应使用。3.Generalarrangement总布置Themainpartofashipisthehull.Thisistheareabetweenthemaindecks,thesidesandbottom.Itismadeupofframescoveredwithplating船舶的主要部分是船体。这是在主甲板，两侧和底部区域。它是由电镀覆盖框架构成。Thehullisdividedupintoanumberofwatertightpartmentsbydecksandbulkheads.Bulkheadsareverticalsteelwallsgoingacrosstheshipandalong.Decksdividethehullhorizontally.Thosedividingupcargospacesareknownastweendecks.在船体分成许多隔间,甲板及舱壁。舱壁是垂直的钢墙，将纵穿整个船沿。甲板船体横向划分。这些划分的货舱甲板被称为补间。Thehullcontainstheengineroom,cargospaceandanumberoftanks.Indrycargoshipsthecargospaceisdividedintoholds,inliquidcargoshipsitisdividedintotanks.Attheforeendofthehullaretheforepeaktanksandattheafterendtheafterpeaktanks.船体包含机舱，货舱空间和贮水舱。在干货船上，货舱空间划分为底层舱，在液体货物的船舶，它被划分为贮水舱。船体前是首尖舱，船体后的是尾尖舱。Theyareusedforfreshwaterandwaterballast.Thespacebetweentheholdsandthebottomofthehullcontainsdoublebottomtanks.Theseareusedforballastwaterandfuel.Fig.1isthebasicarrangementofasolidbulkcarrier,andFig.2isthelayoutofthearrange它们用于存贮淡水和压载水。底层舱和船体底部之间包含双层底舱。这些都是用于贮存压载水的，fuel.Fig.1是一个坚实的散货船基本布置，图2是布局安排.Thebulkcarrier,longrecognizedastheworkhorseoftheworldmerchantfleet,hasovertheyearshaditsdesignrefinedandoptimizedonthebasisofprevioussuccessfulexperience.Thisprovidedwhatmanyconsideredtobearelativelyunplicatedandsafestructuralconfiguration.散货船、长期被认为世界商船队的主力，多年来一直在它的设计精致和以往成功经验的基础上进行了优化。很多人都认为是一个相对复杂而且安全的结构配置Recently,andregrettablywithlossofhumanlives,aseriesoftragicshiploseshasfocusedtheattentionofthemarineindustryandthepublicontheperformanceandinherentsafetyofthisshiptype.最近,遗憾的是,一系列的悲惨的船舶主要集中注意船舶工业和公众的性能和内在安全性这艘船的类型Extensiveresearchanddevelopment,principallybythemajorclassificationsocieties,hashighlightedthepossiblecausesofthebulkcarrierlossesandbroughtaboutnecessarychangestothedesignandscantlingsfornewships.由各大船级社广泛进行的研究和发展，突出造成散货船损失的可能原因以及必要的修改设计和构件尺寸带来的新船。Forexistingships,improvementstosafetyareanticipatedthroughthereinforcementoftheafttransversewatertightbulkhead,andthedoublebottomstructureinwayoftheforemostcargohold对于现有船舶，在安全方面的改进，预计通过加固横向水密舱壁尾部，最重要的双货舱底部结构的方式,theintroductionofamorerigoroussurveyregimeandgreaterattentiontooperatingprocedures,particularlyduringcargoloadinganddischarge,inordertoavoidoverstressingofthestructureormechanicaldamage.建立更加严格的调查，更加重视引进作业程序，特别是在货物装卸过程中，为了避免过度的结构或机械损伤。Shipbuildersarenowawareofthein-serviceproblemswiththisshiptypeand,throughtheapplicationofimprovedclassificationrulesandmoresophisticatedhullstressandfatigueanalysistechniques,areabletoinitiatenewandimproveddesigns造船方正在了解此类型的船舶提供服务的种种问题，并通过改进的分类规则和更先进的船体应力和疲劳分析技术的应用，都能够发起新的和改进设计。Zàochuánzhèngyǔcǐlèixíngdechuánbótígōngfúwùdezhǒngzhǒngwèntí,bìngtōngguògǎijìndefēnlèiguīzéhégèngxiānjìndechuántǐyìnglìhépíláofēnxījìshùdeyìngyòng,dōunénggòufāqǐxīndehégǎijìnshèjì.字典-HYPERLINK"http://www.google.cn/dictionary?source=translation&hl=zh-CN&q=&langpair=en|zh-CN"查看字典详细内容ThereisalsoanonusontheShipowner/Operatortoprovideforthehigheststandardsofoperationduringtheship’sservicelife.也有一个注入及操作船东提供最高标准的操作过程中船的使用寿命。Techniquesandtoolsarebeingdevelopedtoassisttheships’staffandtoprovidethemwithanincreasedawarenessofshiploadings,themagnitudeofhullstressesinoperationanimprovedknowledgeoftheconditionofthehullstructure.技术和工具的开发为协助船舶的人员提供了一个提高认识的船舶装载他们，应力行动，对船体结构状况的了解。技术和工具正被开发来帮助船舶员工，为他们提供船舶加强载荷的意识、船运行船体强度、一种改进船体应力条件的船体结构知识。TheInternationalMaritimeOrganization(IMO),whichexpresseditsconcernsaboutthecontinuedsafetyofbulkcarriers,setupaCorrespondenceGroupon“SafetyofShipsCarryingSolidBulkCargoes”.国际海事组织(IMO),表达了其关注散货船的持续安全,并建立对应小组装载船“安全载运固体散装货物”TheCorrespondenceGroupwasgivenwidetermsofreferenceanditsreportwasconsideredatthe65thsessionoftheMaritimeSafetyCommittee(MSC)inMay1995,该通讯组得到了广泛的职权范围，调查报道被认为是在65届海事安全委员会(MSC)1995年5月。.TheCorrespondenceGroupcontinueditsworkandreporteditsfindingstothe66thSessionoftheMSC.通信组继续开展工作，并向66届海事安全委员会其调查结果ThereafterthesubjectwasdevelopedbytheMSCatsubsequentmeetingsculminatinginaSOLASConferenceinNovember1997atwhichanewSOLASChapterXII,AdditionalSafetyMeasuresforBulkCarriers,wasadopted此后，在1997年11月，这个主题被海安在一个海上人命安全公约会议发展，在这一个新的海上人命安全公约第十二章，附加散装货船安全的措施，并且在会议上获得通过。AsaconsequenceofanUnitedKingdominitiative,theIMOiscurrentlyconsideringthepossibilityoftheapplicationofFormalSafetyAssessmenttechniquestothedevelopmentofshipsafetystatutoryregulations.作为一个英国倡议的结果，海事组织目前正在考虑安全评估技术的应用在船舶安全的法定规章发展的可能性Itmustbetheaim目标ofallthosewithintheindustry行业tostriveforimproved改善safetyforthisshiptype,assisted协助whereappropriatethroughofclear明确、透彻andpractical实际legislation.立法Bulkcarriersdesigned,built,maintainedandoperatedwellarecapableoflong,safe,trouble-freeandprofitableserviceovertheintendedshiplife.设计、建造散货船,维护和操作的能力是长期安全、无故障和有利可图的目的服务船的生活Thecarriageofcargoesin‘bulk’firstemergedasamajorandrapidlyexpandingsectorintheshippingindustryfollowingtheSecondWorldWar散货物运输首次成为航运业主要的并且迅速扩张的部门在第二次世界大战.Importantindustriesinvolvedinthemanufactureofsteel,aluminiumandfertilizerslookedtoforeignsuppliersforrawmaterials重要的行业涉及生产钢铁、铝材和肥料，、、、、外国供应商的原材料.Asaconsequencealargeworldfleetofbulkcarriershasbeenbuiltuptoservicethetrade.因此一个更广阔的世界的舰队已经建立散货船服务贸易。Theprincipaldrybulkcargoesarethe“majorbulk”moditiesassociatedwiththerawmaterialtradessuchasironore,coal,grain,phosphatesandbauxite.干散货大宗商品主要与原料交易相关比如铁矿石、煤炭、粮食、磷酸盐铝土矿Thedevelopmentofthedrybulkcarrierhulldesignhasbeenoneofgradualevolutionalthoughthecurrentlywidelyrecognizedconfigurationofasinglehullshipwithdoublebottom,hoppertanks,singletransverselyframedsideshell,topsidetanksanddeckhatchwaysdatesbacktotheearlynieensixties.干散货船船体设计发展已逐步演变虽然目前被广泛认可配置一个单一的船体双层底，底边舱，单壳横框边，顶边舱和甲板舱口单壳船，可以追溯到20世纪五六十年代。Atthattimeshipsofdeadweightsupto20,000tonneswereintroducedandincreasedtoshipsofabout170,000tonnesdeadweightinthenieenseventies当时载重量高达20,000吨的船舶引进增加至170,000吨是在二十世纪七十年代。.Todayshipsofover250,000tonnesdeadweightareinservicewithbasicallythesamehullconfiguration.今天超过25万载重吨船舶的服务与船体的配置基本相同。注释frame,肋骨partment,舱室,包括货舱和间舱structuralconfiguration,结构布置designandscantlings,设计与布置onus,努力phosphates,磷酸盐bauxite,铝矾土Toprail,舱口上的导轨Topsidetank,顶边压载舱Topsidetankslopingbulkheadplating,顶边压载舱底板Sideshell,船壳板Hoppertankslopingplating,底边压载舱底板Hoppersidetank,底边压载舱Hatchendcoaming,舱口端围板Bulkheadupperstool,横舱壁上梁Corrugatedholdbulkhead,波纹横舱壁Ballasttrunk,压载管舱Bulkheadshedderplate,横舱壁座板Foreandafthatchcoaming,舱口边围板Hatchcoamingbracket,舱口围板座Longitudinalbulkhead,纵向横舱壁120Decklongitudinal,甲板纵梁Sideshelllongitudinal,边板纵梁Transversewebframe,横向网状肋骨Sideshellframe,边肋骨Bilgelongitudinal,舭纵梁Transverseweb,横向网板Bottomshelllongitudinal,底纵梁Keelplate,龙骨板Longitudinalsidegirderofductkeel,箱型龙骨边纵梁Doublebottomtank,双层底舱Duckkeel/pipetunnel,箱型龙骨/管线弄Innerbottomplating,内底板Longitudinalgirder,纵梁Bottomshellplating,双层底板Hoppersidegirder,边压载舱纵梁Bilgestrake,舱舭列板Bilgekeel,舱舭龙骨Stiffener,加强筋Innerbottomlongitudinal,内底板纵梁Bilgewell,污水井Bulkheadlowerstool,横舱壁下梁Hatchendbeamwithgrainfillingholes,舱口端带有谷物漏口的横板Sideshellframeupperbracket,边肋骨顶座Sideshellframelowerbracket,边肋骨底座Trippingbracket,平衡板Non-watertighttransversefloor,非水密横壁板Hoppertank,底板压载舱