CN116812110A - Modification method of buoyancy body of passenger ship and ship - Google Patents
Modification method of buoyancy body of passenger ship and ship Download PDFInfo
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- CN116812110A CN116812110A CN202310940264.4A CN202310940264A CN116812110A CN 116812110 A CN116812110 A CN 116812110A CN 202310940264 A CN202310940264 A CN 202310940264A CN 116812110 A CN116812110 A CN 116812110A
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B71/00—Designing vessels; Predicting their performance
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Health & Medical Sciences (AREA)
- Environmental & Geological Engineering (AREA)
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- Water Supply & Treatment (AREA)
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Abstract
The invention discloses a method for reforming a buoyancy body of a passenger ship, which comprises the following steps: performing first-time complete stability calculation on the target passenger ship according to the stability requirement of the passenger ship sailing in the class-A navigation area; if the calculated result can not meet the stability requirement, selecting part of hull cabins on a topside deck as a first buoyancy body structure, and then carrying out second complete stability calculation on the target passenger ship according to the stability requirement of the class A navigation area passenger ship; if the result of the second complete stability calculation cannot meet the stability requirement of the class A aviation zone passenger ship, continuing to increase the hull cabin to serve as the first buoyancy body structure until the result of the complete stability calculation meets the class A aviation zone navigation requirement. According to the invention, by additionally arranging the first buoyancy body structure, the corresponding angle theta m of the maximum recovery moment arm of the ship is more than or equal to 15 degrees, so that the Yangtze river passenger ship, especially the Yangtze river large-sized tourist ship, can still navigate in the class A navigation area when six passenger decks are arranged on the topside deck.
Description
Technical Field
The invention relates to a method for reforming a buoyancy body of a passenger ship and the ship, and belongs to the technical field of design of passenger ships in Yangtze river.
Background
The basic requirement of the ship stability of the class A navigation area navigation passenger ship in the field is' maximum recovery moment arm L m Corresponding transverse inclination angle theta m Should not be less than 15 degrees. However, for Yangtze river passenger ships, especially large Yangtze river tourist ships (about 150m total length), the height above the water surface of the ship cannot exceed 17m due to the limitation of the navigation conditions of the Yangtze river, and the large Yangtze river tourist ship is usually provided with six passenger decks on the topside deck, so that the height of the starboard of the ship is usually not high and the maximum recovery moment arm L of the ship is caused m Corresponding transverse inclination angle theta m It is difficult to reach 15 deg., so that the vessel cannot navigate in class a voyages.
Disclosure of Invention
The invention provides a method for reforming a buoyancy body of a passenger ship, which aims to solve the technical problem that the transverse inclination angle corresponding to the maximum recovery moment arm of a Yangtze river large-sized tourist ship provided with six passenger decks in the prior art cannot meet the navigation requirement in a class A navigation area.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows: the method for reforming the buoyancy body of the passenger ship comprises the following steps: performing first-time complete stability calculation on the target passenger ship according to the stability requirement of the passenger ship sailing in the class-A navigation area; if the calculated result can not meet the stability requirement, selecting part of hull cabins on a topside deck as a first buoyancy body structure, and then carrying out second complete stability calculation on the target passenger ship according to the stability requirement of the class A navigation area passenger ship; if the result of the second complete stability calculation cannot meet the stability requirement of the class A aviation zone passenger ship, continuing to increase the hull cabin to serve as the first buoyancy body structure until the result of the complete stability calculation meets the class A aviation zone navigation requirement.
Further, if the result of the second complete stability calculation meets the stability requirement of the class-A avionics passenger ship, based on the first buoyancy body structure meeting the second complete stability calculation, checking the maximum recovery moment arm L in the stability calculation result m Corresponding to the number of the cross-tilt scales (maximum restoring arm L m Corresponding to the transverse inclination angle theta m Level with class A airport cross tilt angle [ theta ] m ]Ratio of (2) is greater than 1.1; if theta is m /[θ m ]And (2) selecting other remaining hull cabins on the topside deck (3) as a second buoyancy body structure (4), and rechecking the maximum recovery moment arm L in the stability calculation result based on the second buoyancy body structure (4) and the first buoyancy body structure (2) m Corresponding to the balance number of the transverse inclination angle until theta m /[θ m ]≥1.1。
Further, a ship cabin is treated by adopting a weather-tight protection method to form a first buoyancy body structure or a second buoyancy body structure; the weather-tight protection method is characterized in that an opening of a ship cabin is provided with a weather-tight door or a weather-tight window.
Further, a hull cabin at the stern or the bow is selected as the first buoyancy body structure and the second buoyancy body structure, so that the arrangement of ventilation piping is facilitated.
Further, the ship body cabins at two sides of the stem deck or the stern stem deck are selected as the first buoyancy body structure and the second buoyancy body structure, so that the effect of participating in the water entering volume of the ship is better.
Further, the ship cabin is one or more of a working room, a dressing room, a storage room and a garbage room.
Further, the ship body cabin serving as the first buoyancy body structure is one or more of a working room, a dressing room, a storage room and a garbage room; the hull cabin serving as the second buoyancy body structure is one or more of a working room, a dressing room, a storage room and a garbage room.
The invention also discloses a ship, which is obtained by adopting the transformation method.
The invention enables the maximum restoring force arm L of the ship to be realized by adding the first buoyancy body structure 2 m Corresponding transverse inclination angle theta m The angle of the ship is larger than or equal to 15 degrees, so that the Yangtze river passenger ship, especially the Yangtze river large-sized tourist ship, can still navigate in the class A navigation area when six passenger decks are arranged on the topside deck. The invention adds the second buoyancy body structure 4 on the basis of adding the first buoyancy body structure 2, so that the passenger ship has enough safety margin when sailing in the class A air spaceDegree.
Drawings
FIG. 1 is a schematic diagram of the present invention;
FIG. 2 is a schematic view of a passenger ship according to an embodiment 1 of the present invention;
FIG. 3 is a schematic layout view of a first buoyancy body structure according to embodiment 1 of the present invention;
FIG. 4 is a schematic layout view of a second buoyancy body structure according to embodiment 1 of the present invention;
FIG. 5 is a schematic view of a passenger ship according to embodiment 2 of the present invention;
FIG. 6 is a schematic illustration of a first placement of a first buoyancy body structure according to embodiment 2 of the present invention;
fig. 7 is a schematic view showing a second arrangement of the first buoyancy body structure in embodiment 2 of the present invention.
Wherein: 1-lower hull structure, 2-first buoyancy body structure, 3-topside deck, 4-second buoyancy body structure, 5-second floor deck, 6-functional compartment, 601-functional compartment a, 602-functional compartment B, 603-functional compartment C, 604-functional compartment D, 605-functional compartment E, 606-functional compartment F.
Detailed Description
For a better understanding of the nature of the present invention, reference should be made to the following description of the invention taken in conjunction with the accompanying drawings.
When the ship is transversely inclined in the waves, one side of the main hull is immersed in water (namely, the part above the water surface is immersed below the water surface in the process of still water), and the other side of the main hull is immersed in water (namely, the part below the water surface is exposed above the water surface in the process of still water), as shown in fig. 1, when the ship is transversely inclined, the left side of the ship is in an immersed state, and the right side of the ship is in an immersed state. Because the action points of gravity and buoyancy are not on the same plumb line, the ship can generate moment for restoring the ship to the normal floating state on the right side, and the moment corresponding to the moment is a restoring moment arm.
The volume of the ship body water inlet and water outlet is correspondingly increased along with the increase of the transverse inclination angle of the ship, when the ship transversely inclines to the topside deck to enter water, the volume of the ship body water inlet is increased, the volume of the ship body water inlet is not increased fast, the restoring moment arm is increased, the speed of the restoring moment arm is reduced, and when the ship volume of the water inlet area is equal to the ship volume of the water outlet area, the ship is restored at the momentThe original moment arm is the largest, and the transverse inclination angle of the ship is the largest restoring moment arm L m Corresponding transverse inclination angle theta m . To make theta m The invention can meet the requirement of 15 degrees, and the first buoyancy body structure 2 and the second buoyancy body structure 4 are arranged on the topside deck 3 to participate in the volume of the water entering the ship, thereby leading the maximum restoring force arm L m Corresponding transverse inclination angle theta m Increasing.
The invention provides a method for reforming a buoyancy body of a passenger ship, which is particularly suitable for reforming a buoyancy body of a large Yangtze river passenger ship provided with six passenger carrying decks, and specifically comprises the following steps:
s1, performing first-time complete stability calculation on a target passenger ship according to stability requirements on a passenger ship sailing in a class A navigation area in the background technology;
s2, if the calculation result in the step S1 can not meet the stability requirement, selecting part of hull cabins on a topside deck 3 as a first buoyancy body structure 2, and then carrying out second complete stability calculation on the target passenger ship according to the stability requirement of the passenger ship sailing in the class A navigation area; the first complete stability calculation and the second complete stability calculation specifically comprise a maximum restoring force arm L m Maximum restoring force arm L m Corresponding transverse inclination angle theta m Is calculated by the computer.
If the result of the second complete stability calculation cannot meet the stability requirement, continuing to increase the hull cabin to serve as the first buoyancy body structure 2; if the result of the second complete stability calculation meets the navigation requirement of the class A navigation area, based on the first buoyancy body structure 2 meeting the second complete stability calculation, checking the maximum recovery moment arm L in the stability calculation result m Corresponding transverse inclination balance number theta m /[θ m ](maximum restoring force arm L) m Corresponding to the transverse inclination angle theta m Level with class A airport cross tilt angle [ theta ] m ]Ratio of (d) is used).
S3, if theta is found in the step S2 m /[θ m ]And (1) selecting other remaining hull cabins on the topside deck plate 3 as a second buoyancy body structure 4, and counting the second buoyancy body structure 4 into a complete stability calculation until theta m /[θ m ]≥1.1。
The peripheries of the first buoyancy body structure 2 and the second buoyancy body structure 4 are weather tight, if an opening is formed in the surrounding wall, the opening needs to be weather tight protection, such as a weather tight door, a weather tight window and the like.
As a preferred embodiment of the invention, the first buoyancy body structure 2 and the second buoyancy body structure 4 are cabins of the bow or stern. Because the first buoyancy body structure 2 and the second buoyancy body structure 4 are all protected by weather, ventilation facilities are required to be arranged in the first buoyancy body structure 2 and the second buoyancy body structure 4, and meanwhile, in order to ensure the convenience of ventilation pipe system arrangement, cabins of the foreship or the stern can be selected as the first buoyancy body structure 2 and the second buoyancy body structure 4.
As a further preferred embodiment of the present invention, the hull cabins at the two sides of the stem topside deck 3 or the stern topside deck 3 may be selected as the first buoyancy body structure 2 and the second buoyancy body structure 4, so that the effect of participating in the water intake volume of the ship is better.
The cabins arranged as the first buoyancy body structure 2 and the second buoyancy body structure 4 can be working cabins or ship living areas, such as one or more functional cabins of a working room, a dressing room, a storage room, a garbage room and a washing room.
Example 1
The total length of a certain Yangtze river passenger ship is 149.99m, and the model width is as follows: 23.2m as shown in figure 2.
S1, checking the integrity stability of a passenger ship according to the stability requirement of a class A navigation area, wherein the areas of a lower hull structure 1 and a topside deck 3 shown in FIG. 2B are the areas for calculating the integrity stability for the first time:
in the state of full load departure, the maximum restoring force arm L calculated by the ship m Is 1.628m, the maximum restoring force arm L m Corresponding transverse inclination angle theta m For 14.054 °, the stability of the vessel cannot meet the requirements for sailing in class a airlines.
S2, in order to enable the ship to navigate in the class A navigation area, the functional cabins 6 on the left side and the right side of the stern are subjected to weather-tight protection, so that the functional cabins B602 and C603 can be used as the first buoyancy body structure 2 to participate in the complete stability calculation of the ship (the first buoyancy body structure 2 participates in the water entering of the ship when the ship is transversely inclined). The area of the lower hull structure 1, the first buoyancy body structure 2 and the topside deck plate 3 as shown in fig. 3B is counted in the area of the second complete stability calculation:
maximum restoring force arm L of ship in full load departure state m 1.736m, maximum restoring force arm L m Corresponding transverse inclination angle theta m 15.807, the ship can reach the requirement of sailing in the class A navigation area. However, only the functional compartment B602 and the functional compartment C603 are modified to the first buoyancy body structure 2, and θ is calculated m /[θ m ]Below 1.1.
S3, in order to enable the passenger ship to have enough safety margin, the functional cabin A601 positioned at the bow is subjected to weather-tight protection by adopting a weather-tight door, so that the functional cabin A601 serves as the second buoyancy body structure 4 and participates in the complete stability calculation of the ship together with the first buoyancy body structure 2 in the step S2.
The functional compartments a601, B602, and C603 may be configured as a working compartment or a ship living area, such as a working room, a changing room, a storage room, a garbage room, etc., according to specific needs. The functional cabin B602 and the functional cabin C603 are one or more of a workshop, a dressing room, a storage room and a garbage room; the functional compartment a601 is a working room.
After the transformation, the areas of the lower hull structure 1, the first buoyancy body structure 2, the topside deck plate 3 and the second buoyancy body structure 4 shown in fig. 4B are taken as the areas for the second complete stability calculation:
maximum restoring force arm L of ship in full load departure state m 1.767m, θ m 16.747, the ship can meet the requirements of sailing A-level navigation areas; in this state, L m Corresponding transverse inclination angle balance [ theta ] m ] =15，L m Corresponding transverse inclination balance number theta m /[θ m ]1.116 so that the passenger ship can navigate in class a voyage while having sufficient safety margin.
Example 2
The total length of a certain Yangtze river passenger ship is 120m, and the model width is as follows: 18.6m as shown in fig. 5.
S1, checking the integrity stability of the ship according to the stability requirement of the class A navigation area on the passenger ship, wherein the areas of the lower hull structure 1 and the topside deck 3 shown in FIG. 5B are the areas for calculating the first integrity stability:
in the state of full load departure, the maximum restoring force arm L calculated by the ship m 0.994m, θ m For 14.868 °, the integrity and stability of the vessel cannot meet the requirements for sailing in class a airlines.
S2, in order to enable the ship to navigate in the class A navigation area, the functional cabin E605 and the functional cabin F606 which are positioned on the left side and the right side of the stern are subjected to weather-tight protection, so that the functional cabin E605 and the functional cabin F606 can be used as the first buoyancy body structure 2 to participate in the complete stability calculation of the ship (the first buoyancy body structure 2 participates in the water inlet of the ship when the ship is transversely inclined). The area of the lower hull structure 1, the first buoyancy body structure 2 and the topside deck plate 3 as shown in fig. 6B is counted in the area of the first complete stability calculation:
after the functional cabin E605 and the functional cabin F606 are added as the first buoyancy body structure 2, the maximum restoring moment arm and the corresponding angle of the ship are not changed significantly in the full load departure state. Therefore, the functional compartment D604 located at the bow is also weather-tightly protected, so that the functional compartments E605, F606 and D604 together serve as the first buoyancy structure 2, and participate in the calculation of the stability of the ship.
The functional compartments E605, F606, and D604 may be one or more of a working compartment or a ship living area, such as a working room, a dressing room, a storage room, a garbage room, etc., according to specific needs.
After the above-described modification, the areas of the lower hull structure 1, the first buoyancy body structure 2, and the topside deck plate 3 shown in fig. 7B are taken as the areas of the first integrity calculation:
maximum restoring force arm L of ship in full load departure state m Is 1.201m, θ m 16.538, the ship can meet the requirements of sailing A-level navigation areas.
The invention adds the first buoyancy body structure 2 to lead the maximum restoring moment arm of the ship to correspond to the angle theta m Greater than or equal to 15The device can make the Yangtze river passenger ship, especially the Yangtze river large-sized tourist ship, navigate in the A-level navigation area when six layers of passenger decks are arranged on the topside deck. The invention adds the second buoyancy body structure 4 on the basis of adding the first buoyancy body structure 2, so that the passenger ship has enough safety margin when sailing in the class A air space.
It should be noted that while the invention has been described in terms of the above embodiments, there are many other embodiments of the invention. Various modifications and variations of this invention may be apparent to those skilled in the art without departing from the spirit and scope of this invention, and it is intended to cover in the appended claims all such modifications and variations as fall within the true scope of this invention.
Claims (8)
1. The method for reforming the buoyancy body of the passenger ship is characterized by comprising the following steps of:
performing first-time complete stability calculation on the target passenger ship according to the stability requirement of the passenger ship sailing in the class-A navigation area;
if the calculated result can not meet the stability requirement, selecting part of hull cabins on a topside deck (3) as a first buoyancy body structure (2), and then carrying out second complete stability calculation on the target passenger ship according to the stability requirement of the class A navigation area passenger ship;
if the result of the second complete stability calculation cannot meet the stability requirement of the class A aviation zone passenger ship, continuing to increase the hull cabin to serve as the first buoyancy body structure (2) until the result of the complete stability calculation meets the class A aviation zone navigation requirement.
2. A method of retrofitting a passenger ship buoyancy body according to claim 1 and wherein: if the result of the second complete stability calculation meets the stability requirement of the class A aviation district passenger ship, calculating the maximum recovery moment arm L based on the first buoyancy body structure (2) meeting the second complete stability calculation m Corresponding to the transverse inclination balance and the maximum restoring force arm L m The corresponding number of the cross dip angle balance;
if the transverse inclination angle balance number is less than 1.1, selecting other remaining hull cabins on the topside deck (3) as a second buoyancy body structure (4), and calculating the transverse inclination angle balance number again based on the second buoyancy body structure (4) and the first buoyancy body structure (2) until the transverse inclination angle balance number is more than or equal to 1.1.
3. A method of retrofitting a passenger ship buoyancy body according to claim 2 and wherein: the ship cabin is treated by adopting a weather-tight protection method to form a first buoyancy body structure (2) or a second buoyancy body structure (4); the weather-tight protection method is characterized in that an opening of a ship cabin is provided with a weather-tight door or a weather-tight window.
4. A method of retrofitting a passenger ship buoyancy body according to claim 3 and wherein: and selecting a ship cabin at the bow or stern as the first buoyancy body structure (2) and the second buoyancy body structure (4).
5. The method of retrofitting a passenger ship buoyancy body of claim 4, wherein: -selecting a hull compartment at both sides of a stem topside deck (3) or a stern topside deck (3) as the first buoyancy body structure (2) and the second buoyancy body structure (4).
6. A method of retrofitting a passenger ship buoyancy body according to any one of claims 1-5 and wherein: the ship cabin is one or more of a working room, a dressing room, a storage room, a washing room and a garbage room.
7. The method of retrofitting a passenger ship buoyancy body of claim 6, wherein: the ship body cabin serving as the first buoyancy body structure (2) is one or more of a working room, a dressing room, a storage room and a garbage room; the hull compartment as the second buoyancy body structure (4) is a working room.
8. A ship, characterized in that it is obtained by the modification method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310940264.4A CN116812110A (en) | 2023-07-28 | 2023-07-28 | Modification method of buoyancy body of passenger ship and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310940264.4A CN116812110A (en) | 2023-07-28 | 2023-07-28 | Modification method of buoyancy body of passenger ship and ship |
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| CN116812110A true CN116812110A (en) | 2023-09-29 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202310940264.4A Pending CN116812110A (en) | 2023-07-28 | 2023-07-28 | Modification method of buoyancy body of passenger ship and ship |
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001122189A (en) * | 1999-10-22 | 2001-05-08 | Shin Kurushima Dockyard Co Ltd | Ship having buoyant bodies on upper deck |
| CN205524871U (en) * | 2016-01-20 | 2016-08-31 | 中国船舶科学研究中心上海分部 | Passenger boat lifesaving system |
| CN218559083U (en) * | 2022-10-28 | 2023-03-03 | 大连船舶重工集团有限公司 | Ship with cabin-dividing type watertight isolation cabin |
-
2023
- 2023-07-28 CN CN202310940264.4A patent/CN116812110A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001122189A (en) * | 1999-10-22 | 2001-05-08 | Shin Kurushima Dockyard Co Ltd | Ship having buoyant bodies on upper deck |
| CN205524871U (en) * | 2016-01-20 | 2016-08-31 | 中国船舶科学研究中心上海分部 | Passenger boat lifesaving system |
| CN218559083U (en) * | 2022-10-28 | 2023-03-03 | 大连船舶重工集团有限公司 | Ship with cabin-dividing type watertight isolation cabin |
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