共查询到18条相似文献,搜索用时 203 毫秒
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考虑到绑扎桥是超大型集装箱船的关键设备,其合理选型及设计关系到甲板上集装箱的堆装能力及系固安全性,以堆重指标、航线要求、集装箱布置为设计出发点,分析绑扎桥各个设计要点的关键因素,基于有限元方法进行绑扎桥的强度计算分析,探讨绑扎桥高度增加的经济性。 相似文献
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《上海造船》2020,(1)
以某型4200TEU内贸集装箱为研究对象,对大型内贸集装箱船甲板上集装箱绑扎设计进行研究,提出3种绑扎布置方案。针对5个装箱Bay位、2个GM值和不同的风压载荷,分别对3种绑扎布置方案的20ft和40ft箱列进行绑扎计算,得到各绑扎布置方案可实现的最大堆重沿船长方向的分布情况和各绑扎布置方案在最大堆重状态下20ft和40ft内部箱列的箱重分布情况。通过对堆重计算结果进行分析,从保证船舶装载能力的角度确认其中2种绑扎布置方案的可行性;通过对比各方案在最大堆重状态下的箱重分布,验证绑扎桥对配载灵活性的有利影响;同时,从经济性和绑扎作业量2方面对2种绑扎布置方案的优缺点进行比较。 相似文献
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《船海工程》2020,(1)
基于700~4 200 TEU等5种典型的集装箱船,对《CCS-2012》规范和《CCS-2017》规范给出的2种用于集装箱系固计算的横向加速度计算方法进行对比,计算5种船型不同纵向位置的横向加速度及可实现的最大堆重,基于4 200 TEU集装箱船讨论船型参数对《CCS-2017》计算结果的影响,结果表明,与《CCS-2012》相比,《CCS-2017》对船舶尺度大于1 900 TEU级的中、大型集装箱船的系固设计有利,但将给船舶尺度小于1 900 TEU级的小型集装箱船的系固设计带来不利影响;对于船舶尺度大于1 900 TEU级的集装箱船,随着船舶尺度的增加,《CCS-2017》的优势越明显;方形系数、航速、船宽对《CCS-2017》的横向加速度及最大堆重计算结果存在一定影响,其中船宽是最主要的影响因素。 相似文献
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<正>海运在国际集装箱多式联运中占据主导地位,为了不断提高船舶运营的规模经济效益,用于远洋运输的集装箱船一直朝着大型化方向发展,集装箱装载量已达到2.4万箱,船舱内集装箱堆垛层数增至12层,通过应用更高的绑扎桥,甲板上集装箱堆垛层数也增加至最高13层。近年来,随着集装箱船的大型化趋势,坠箱事故呈频发态势,已成为一个日益严重的问题。坠海丢失的集装箱会带来严重的安全和环境风险,特别是当它们运载的是危险货物或海洋污染物时。 相似文献
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Tomohiro Nakamura Susumu Ota Yoshiyuki Nakajima 《Journal of Marine Science and Technology》2001,6(1):3-12
The appearance of a number of large container ships in the 8000 TEU range raises the importance of a plan for container lashing
arrangements on deck in relation to the design of the ship. Therefore, it is expected that a new method for evaluating the
lashing arrangements on deck will be introduced which is applicable regardless of the ship's size and the lashing pattern,
instead of using the standards of several different societies, as happens at present. To evaluate the lashing arrangements
on deck, the expected maximum values of the forces acting on the containers and lashing rods should be evaluated. This paper
presents a new method of evaluating the container lashing arrangements on a container ship using an "acceleration ellipsoid."
The applicability of the acceleration ellipsoid to an evaluation of the expected maximum values of the forces was examined
by comparing the expected maximum values of the forces calculated by the long-term distribution calculation known as the "Fukuda
method," to those calculated using the acceleration ellipsoid. By comparing these results, it was confirmed that the expected
maximum values of the forces calculated using the acceleration ellipsoid were not less than those calculated through by the
long-term distribution calculation. It is concluded that the acceleration ellipsoid can be used to evaluate the expected maximum
values of the forces acting on containers and lashing rods.
Received: December 14, 2000 / Accepted: March 22, 2001 相似文献
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Previously reported container losses were generally attributed to extremely violent motions of containerships due to adverse weather conditions. However, most existing specifications or standards adopted for containers and lashing equipment meet the requirement of static conditions. Hence, further researches on safer container shipping under heavy sea states are required. Consequently, an experimental study method is proposed to measure the dynamic response of 1/10 scaled lashing bridge and container stack. The scaled model of the lashing bridge is constructed based on the similarity theory. Based on two dimensionless numbers, Froude's number and Cauchy's number, eleven container scaled models are employed. A series of experiments with controlled parameters are performed using a three-degrees shaking table (roll, pitch, heave) to present sufficient data to verify the effectiveness of the numerical model. The results of experiments, numerical simulations and calculations of the VERISTAR procedure (developed according to the BV rule) are compared. This study aimed to explore the mechanical behavior of the lashing bridge and container stack under predetermined driving excitations (roll and pitch) which simulated heavy sea states. According to the results, the model can predict conditions similar to real situations of the lashing bridge and container stacks while storages on the weather deck. 相似文献
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Junbo Jia 《Journal of Marine Science and Technology》2007,12(1):43-57
To reduce the area on deck occupied by each car and the labour and time required for lashing and unlashing cars, it has been
proposed by the author that in some conditions, cars on decks could be transported without lashing. To evaluate cargo securing
based on this “lashing-free” concept, computational code was developed to calculate the vehicle–deck interactions for various
ship motions. The code was structured by incorporating a vehicle model into a piece of ship motion calculation code. A series
of time-domain simulations were conducted to evaluate vehicle securing. It was found that for a target ship consisting of
a 6000-unit Ro-Ro vessel, vehicle securing is mainly influenced by the ship's rolling motions and is highly dependent on the
wave height and loading conditions. It was suggested from the analysis that vehicles could be secured without being lashed
in a large area of the ship in specific weather conditions and on some routes with less adverse sea states. However, it is
still suggested that conventional lashing holes should be constructed on the deck because in severe sea states the cars will
still need to be lashed. The limitations of the current investigations are also presented.
The relevant research work was carried out at the Division of Ship Design and Engineering, Department of Shipping and Marine
Technology, Chalmers University of Technology. 相似文献
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《Marine Structures》2006,19(2-3):141-172
One of the most important points in structural design of containerships is the strength of hatch corners. Formerly, hatch corners used to be assessed by combining the component induced by hull girder vertical bending and the component induced by hull girder torsion. In the design of new generation containerships without deck girders, the effect of cross deck fore-aft deflection has also become prominent.Another point is the impact of structural displacement on the deck fittings. About new generation ships, large fore-aft deflection of cross decks raised the new problem of interference of hatch covers, lashing bridges and other deck fittings.To cope with such problems, comprehensive analysis has been carried out during the design stage of a Post-Panamax containership. In parallel with this analysis, on-board measurement had been conducted for 3 years after delivery, in order to confirm wide varieties of structural reaction of a large container ship in seaways. Procedure to derive components of stress and deformations from selected measurement points was developed, and actual values were calculated based on actual measurement.From long-term prediction of each component, it was found that design assumption was in general appropriate. However, regarding the fore-aft deflection of cross deck strip, actual stack load is generally much smaller than the design value, and the resulting predicted extreme value was much smaller than design assumption. This factor should be taken into account in the design stage.Regarding the correlation between hull girder vertical bending and fore-aft deflection of cross deck strip, design assumption of full combination is too conservative. From the measurement, no explicit correlation was observed. Regarding the correlation between hull girder vertical bending and wave induced torsion, design assumption of no correlation was appropriate. From these results, new formulae to combine these three deflection modes were proposed.Whipping was observed in the measured data, indicating that more careful attention should be paid to avoid large stress concentration in deck area to enhance fatigue strength. 相似文献
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《Marine Structures》2003,16(4):345-354
Lashing forces and reaction forces between the car tyres and ship deck were measured on-board a PCTC vessel operating in the North Atlantic and statistically evaluated. A study was done of the characteristics of lashing forces and defined required friction coefficient. The lashing forces and the required friction coefficient were found to be small. The influence of wave direction on the forces was also small. 相似文献
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诸多功能集于一身的三用工作船(Anchor Handing Tug Supply Vessel, 以下简称AHTS)在有限的甲板空间内既要保证载货面积,又要预留足够的人员通行和设备空间。挡货栏杆作为甲板上主要的结构件,其设计一直是个难点。本文以某AHTS为例,就挡货栏杆的立柱、顶梁、拦挡构件和设备基座等主要组成部分及其结构特性进行概述,并给出立柱受货物侧向压力和受绑扎件集中力的强度校核方案,为挡货栏杆的设计提供参考和借鉴。 相似文献
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船运木材货物的注意事项 总被引:1,自引:0,他引:1
介绍了木材货物在甲板及舱内积载时的注意事项、系固绑扎方法及船舶航行途中应采取的措施,提出一些有益的建议,对木材船的安全运输有一定的帮助。 相似文献