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关宝新 《沪东中华技术情报》2007,(2):32-37
针对船体货舱区,本文主要研究船体静置于船台滑道时以及船台纵向下水船体艉部开始上浮时的结构强度和可能出现的局部结构变形。应用Nastran/Patran进行有限元分析,可根据分析结果,对船体结构局部适当加强,防止船体变形。 相似文献
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为实时监测船舶在高速航行时船体结构的状态,评估船体关键部位的强度,提高船舶的安全性.基于FBG传感技术,结合船体结构特征,采用信号处理和强度评估等理论,构建船体结构强度监测体系,以实现船体结构典型位置技术状态监测及预警判断.研究成果可为各种类型船舶的安全健康监测提供一定的借鉴和参考. 相似文献
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众所周知,船台大合拢时,由装焊、矫正引起的收缩变形,会造成船体艏、艉两端上翘的现象。为了防止艏、艉立体分段的进一步上翘,一般的方法是,在与艏、艉立体分段毗邻的底部分段、舷侧分段、甲板分段的一端都留有一定的余量(一般是30~50毫米),另一方面,为了实现艏、艉立体分段在船台上无余量合拢,大接头上的这个余量,还必须在船台上与艏、艉立体分段大合拢之前就加以切除。要保证船台上这个接头环形断面的划线质量,即既要使两段合拢接缝平面一致,又要与船体横剖面严格平行, 相似文献
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基于ANSYS的船舶纵向下水弹性计算方法 总被引:3,自引:0,他引:3
随着建造的船舶载重吨位的逐年增大,下水过程中船体和船台结构的安全性越来越受到业界的关注.文章提出了基于ANSYS的船舶下水弹性梁计算方法,采用ANSYS参数化设计语言实现下水全过程仿真计算.所开发的程序考虑了船体梁弹性弯曲和墩木等支撑结构的弹性变形,可以准确地预报船舶尾浮及全浮滑程并判断是否存在尾弯及首跌落现象,计算出下水全过程中船体弯矩、剪力、墩木反力及其变化,为校核船体及船台强度提供了准确的荷载.文中还提出了在船尾部安装浮筒以克服尾弯的新措施. 相似文献
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《船舶标准化工程师》2018,(5)
正为适应智能化极地船舶的技术需求,中国船级社制定了《冰区操作船体监测与辅助决策系统指南(2018)》。该指南采用船舶智能化理念,基于船体应力数据持续监测与分析,指导设计和安装冰区操作辅助决策系统。当船舶在冰区航行时,辅助决策系统可为船长提供操作建议。该指南包括3节内容,提供了船体结构应力监 相似文献
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为解决现有海上风电安装设备的不足,将原“三航工5”半潜驳改造为坐底式风电安装船,并研制了一套船体结构应力监测系统,对国内某海上风场砂性地质条件引起的冲刷和船底掏空进行监控,实际工程应用表明改造后的船舶在安全性和工效上满足坐底安装风机的要求。 相似文献
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预测船体复杂结构的焊接变形对制造工艺设计和精度控制具有重要的工程价值.基于固有应变理论,利用船体结构焊接变形预测专用软件Weld-sta对多用途船双层底结构焊接变形进行了预测,发现船长方向收缩最大变形量为13.2mm,船宽方向最大变形量14.5 mm.通过数值模拟结果与实验实测值的对比,可以得到软件计算的精度超过80%,验证了固有应变理论及软件用于焊接变形预测的可靠性,并在此基础上针对船体总段船台合拢的焊接变形进行了预测,发现焊接总收缩变形量为50.339 mm,与实际加工经验基本吻合.根据此结论可以针对各船体总段预留合理的焊接变形收缩量,验证了固有应变为基础的弹性板单元有限元预测法在船体总段合拢焊接中应用的可行性. 相似文献
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大开口船波浪载荷长期预报和弯扭强度整船有限元分析 总被引:11,自引:1,他引:10
大开口船全船弯扭联合变形与应力的精确计算,必须在整船结构模型上完成。本文以一艘5万吨级大开口船为例,用三维流体动力计算程序进行了波浪随机载荷的长期预报,并在此基础上导出设计波参数组,进而在全船整体结构有限元模型上计算了船体结构在各设计波上的应力分布,并采用嵌入精细舱口角区有限元网络的方法,在整船分析的同时计算出舱口角的应力集中值,获得了船体结构强度的详尽信息。文中阐述了波浪载荷的特点,设计波的确定,浮体完整结构计算的惯性平衡及大开口船的全船计算方法。 相似文献
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To ensure hull structural strength of container ships in association with their increase in size, it is very important to grasp the hull stress histories all over the hull structure in actual sea state. However, ordinary hull stress monitoring systems are insufficient for this purpose because of the small number of stress sensors actually practicable. Therefore, in this paper, we discuss an approach to reproduce the hull stress responses which are not measured based on the estimated wave spectrum from the limited measurement data. To achieve this, we introduce a new model to estimate directional wave spectra based on measured ship stress responses and ship response functions, and further we estimate other ship responses using the model. To model an arbitrarily shaped directional wave distribution, the 360° direction is discretized into 36 directions of 10-degree intervals instead of using a directional distribution function, and in each direction, the wave spectrum is represented using the Ochi (3P) spectrum with three parameters (average wave period, significant wave height, and kurtosis). The authors discuss the evaluation results based on two stress response combinations, and a comparison is made between the sea state estimates made by the proposed method and the ocean wave hindcast database (JWA). Furthermore, by comparing the significant values and the spectra of the measured response of the ship with the estimated response based on both the estimated sea state by the proposed method and the hindcast sea state, the accuracies of the proposed method and the hindcast method are discussed in terms of ship stress estimation at non-instrumented locations. 相似文献
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During ship collisions part of the kinetic energy of the involved vessels immediately prior to contact is absorbed as energy dissipated by crushing of the hull structures, by friction and by elastic energy. The purpose of this report is to present an estimate of the elastic energy that can be stored in elastic hull vibrations during a ship collision.When a ship side is strengthened in order to improve the crashworthiness it has been argued in the scientific literature that a non-trivial part of the energy released for structural deformation during the collision can be absorbed as elastic energy in global ship hull vibrations, such that with strong ship sides less energy has to be spent in crushing of the striking ship bow and/or the struck ship side.In normal ship–ship collision analyses both the striking and struck ship are usually considered as rigid bodies where structural crushing is confined to the impact location and where local and global bending vibration modes are neglected. That is, the structural deformation problem is considered quasi-static. In this paper a simple uniform free–free beam model is presented for estimating the energy transported into the global bending vibrations of the struck ship hull during ship–ship collisions. The striking ship is still considered as a rigid body. The local interaction between the two ships is modeled by a linear load–deflection relation.The analysis results for a simplified model of a struck coaster and of a large tanker show that the elastic energy absorbed by the struck ship normally is small and varies from 1 to 6% of the energy released for crushing. The energy stored as elastic global hull girder vibrations depends on the ship mass, the local stiffness of the side structure, and of the position of contact. The results also show that in case of highly strengthened ship sides the maximum global bending strains during collisions can lead to hull failure. 相似文献