US1477646A - Ship - Google Patents

Description

Dec. 18 1923., 3,477,646

M. F. HILL SHII Original Filed March 27, 1919 6 Sheets-Sheet 1 INVENTOR Dec. 18 1923.

M. F. HILL SHIP {-5 Slgeets-Sheet lu l nlllll Original Filed March 27, 1919 ilmmw M. F. HILL.

@m "mi, 19230 SHIP Original Filed March 27. 1919 6 Sheets-Sheet 5 gNVNTOR M v ATTORNEYg Dec. 18 1923.

M. F. HILL- SHIP Original Filed Mrch 27. 1919 6 Sheets-Sheet s i/mz ATTORNEYS 5 mmmw M. F. HILL Dec. '18 11923.

SHIP Original Filed March 27 1919 6 Sheets-Sheet 6 MM INVENTOR W A ATTORNEYS Patented Dec. l8, i923.

-inureo-sratss isj SQ;

earner MYRON F. HILL, OF NEVJ YORK, N. Y.

SHIP.

Application filed March 27, 1919, Serial No. 285,506.

all whom 2'2 concern:

B- it known that I, MYRoN F. HILL, citithe following a specification.

This invention relates to ships and particulariy such as set forth in my co-pend'ing application Serial No. 267380;, filed Del r .9, 191$,Ships.

pal object of the present in- T i a s ip built of sections, preferably c 1 s and adapted to be joined X into a he: 0 withstand various stresses and strains to which a structure of this character may be subjected.

rther object is to build a ship at less n less time, of greater carrying ca lighter weight, and of greater C, than an ordinary ship. y invention relates to, further features l details of construction which will apr the further description. the drawings 3)- 1 shows the general lines of the ship. s. 2 and 3 show the-shell expansion. land. 5 show the typical deck conshows midship section.

V, I shows the keel and the method of ,mbling its sections.

i g. 8 shows the arrangement of floors and their relation the tanktop and outer bottom.

Fl 9 and 10 show a method of attaching "stanchions'to the deck beams and fore antv aft girders.

Figs. ll and 12 illustrate sections through h atchways.

Fig. 13 shows the method of attaching the transverse frames to the tank top.

14 shows longitudinal section ugh the shell on line ri A, and the form 1i) shows a method of joining frames vcent shell sections where the registry exact. 16 sh space. Pig. 1? iliustrates an, alternative method ot joining" the sh and tank topsections when the st ies are arranged on the in and out olau instead of being joggled. 55 l" 18 shows a typical casting section for .joggled plating.

ows midship section in the Renewed May 9, 1923.

Fig. 19 shows a typical casting section for in and out plating.

Fig. 20 shows a cross section through a casting section.

In the drawings numbers 1 to 38 inclusive show transverse sections of the ship from stem to stern divided into 37 equal divisions between numbers 1 and 38, with an extra division and a fraction between number 1 and the torward' perpendicular and a fraction between number 38 and the after perpendicular, which is represented at AP. It is apparent from this drawing that a straight edge resting against the hull in a vertical position will make cont-art from the top of the hull down to the bilge, except in way of the knuckles where two planes intersect. These lines may not in final construction be perfectly straight since they are affected by the torsional warping of the sections when drawn into position, but so far as the casting system is concerned they are straight and may remain straight until assemblyv The curves of the forward and after castings in horizontal planes may be effected in. the annealing oven or by any other suitable means. The bilge represented by the curved portion of the lines 1 to 3'7 may for the most part have a single curvature throughout. It is of course apparent that the right hand side of Fig. 1 shows the forward body and the left hand side of Fig. 1 shows the after body. The curvature at the bilge of lines 1 to 24; is preferably uniform. The curve ture of; lines 25 to 36 may be of larger radii if d sired; It is oi course apparent that the curvature of lines 1 to 24. may also have increased radii. This curvature may match the curvature of lines 25 to 36, desired, thereby somewhat standardizing; castings for these portions oi the ship. It will be noted that lines 1 to. 1-1 are straight from the bilge to the top of the hull. This of course true also of the lines 11 to 2% of the middle body. The lines of the after body are modified by the two knuckles 39 and 4-0, the knuckle 39 being For the most part below the water level and the knuckle representing the line of the shelter deck. The broken line all shows the location of the upper deck in the after body; the line 42 shows the location of the upper deck in the forward body. Line as shows the location of the shelter deck in the forward body. Line, l i shows the forecastle deck and line/15 shows the poop deck. It will mal t0 the shell throughout the length of the ship in order to maintain uniformity in the castings. The side frames of the ship register with the floors in the inner bottom of theship and with the deck beams of the various decks. There is a floor at every 7 frame. In certain places additional floors may be provided for further local stifi'fening of the ship if desired.

Hatchways 47, shown in Figs. 4 and 5, 11 and 12, may be provided in the decks, and derrick foundations of the usual type can be mounted between the hatchways. The usual superstructures may be erected in any suitable way. Suitable stanchions 48, shown in Fig. 6, may be provided wherever desired. VVater-tight flats 49 and 50 shown in Figs. 2 and 3 may be employed wherever desired for the purpose of forming boundaries to trimming or ballast tanks of the usual type.

In Figs. 2 and 3 are shown the method of assembly of the shell sections. The lines 46 illustrate V the transverse frames and lines 51 the side stringers for the ship as built upon the transverse system of framing. In these figures the full lines represent the sight edges of the casting sections. The number. of short diagonal lines intersecting the full lines indicate whether a. seam or butt joint is to be single, double, treble or quadruple riveted. For example; two lines represent double riveting, three lines treble riveting, and four lines quadruple riveting.

In Figs. 4 and 5 is shown the typical deck construction for the upper deck with the hatchways 47. The deck beams 52 are shown in broken lines and the longitudinal seams and transverse butt joints are shown by full lines. As in the case of the shell, the number of short diagonal lines intersecting the full lines indicate whether a scam or butt joint is to be single, double, treble or quadruple riveted. The arrangement of bulkheads 53 is also shown. The bulkheads in the forward and after bodies follow as far as possible the direction of the deck beams and at thebottom as far as possible the direct-ion of the floors so that the bulkheads register with the deck beams and floors. It will be noted that the deck beams 52 in the forward body are normal to the shell thereby registering with the side frames. The construction for all decks is similar to the upper deck described above, as is also the tank top construction.

7 In Fig. 6 is shown the midship' section. Keel castings. composed of H girder sections 54 may be formed as shown in Fig. 7. The different sections of the H girders may be dovetailed together as represented at 55, and the dovetailing edges where they lap are united together by rivetin u The top and bottom fianges of the H girders as well as the 'web have the ends which'lap on to the adjacent casting,'joggled sothat the keel sections will be in alignment. The forward end of the keel may be riveted to the stem casting and the after end of the keel to thestern frame making a solid and rigid backbone for the ship. v

In Fig. 6 is indicated the method of assembling the sections in erecting the ship as follows. A bottom shell casting; for example 56,1consisting of a portion of a floor 57 and a portion of a side girder 58 extends from the keel 54 to line. 59. A similar tank top casting 60 extends from the keel 54 to line 61 which consists of a portion of a number of fioors-62 and a portion. of a side girder 63. The shell casting and tank top casting are rivetedtogether at 64 and. 65 by double riveted lap joints, and also to the keel at 66, 67, and 68, by double riveted joints. Similarsections extend from line 59 to line 69. The bilge shell section extends from line 69 to line 70 and sideshell sections from line 70 to line 71, line 71 to; line 72, line 72 to line 73, and from line 73 tothe top of the sheer strak at 74. Lightening holes 7 5 are provided in the floors as are also drainage and vent holes 76. All the sections may be cast in one length, except at the ends of the ship, and joints in the shell being staggered to provide a satisfactory shift of butts. A portion of a margin plate 77, side stringer 78 and deck stringer 7 9 may be cast integral wit-h the corresponding side section, in addition to a portion of a number of frames 46. The transverse frames may be riveted to the tank top at 80 by a lap which is cast on the lower edge. The deck sections 81, 82, and 83 may be cast similar to the outer bot-tom, tank top, and side sections, and when assembled maybe held partly in place by the stanchions 48. Deck sections 81 are riveted to the deck stringers at 84, and deck sections83 have a flange cast on and are riveted to the shell at 85; The stanchions 48 are secured to the decks by separate castings 86 and 87 shown in Figs. 9 and 10, respectively, which are riveted to both the deck beams 88, and 89, and the foreand aft girders 90. At the. bottom of the stanchions separate castings 91 may be riveted to the tank top or deck and: to the hollow stanchions 48. Beamknees 92 may be cast as part of deck beams 88 and 89 and riveted to the frames. The bulwarks 93' maybe formed of rolled plate riveted to the sheer strake and to the cast supports 94, which are in turn rivet-ed to the deck sections.

Fig. 8- shows a longitudinal section through the inner bottom with the upper and lower portion of floors riveted together at 64. The bulbs 95 are provided simply for casting purposes and are not necessary to the structional strength of the ship.

Figs. 11 and 1-2 show, respectively, sections through the upper deck and shelter deck hatches with the method of attachment of the hatch coamingto'the d'eckbeams and deck, to which they are riveted. It will be noted that the hatchways in any deck may be uniform throughout the ship if desired, so that a single castin for the shelter deck hatchways may be utilized, and for the up per deck hatchways another casting may be utilized which may be standard for the upper deck.

Fig. 15 illustrates the method of joining adjacent shell sections where the registry is not exact. A liner of required thickness may be inserted between the webs of frames of adjacent sections and riveted to both webs.

In Fig. 16 is shown a modification of the midship section for the-boiler and engine space. The upper deck section 81 isinclined (the deck beam being bent up to the right of line 96). Supporting stifleners 9'7 andxbrackets 98 may be riveted to the deck beam 89 above and tothe upper deck sections 81 and 81 by means of flanges 99 cast integral with them. An additional sue ener 100 may be utilized to stiffen the coaming being riveted to the deck beam 101 of the bridge deck. Deck sections 83 and 102 are flanged for riveting to the hatch coaming. Any suitable superstructure metal 103 may be added as indicated, being riveted to the deck 102.

Fig. 17 illustratesan alternative method of forming the shell sections; The strakes arein and out instead of the plates being joggled. This involves practically the same details of construction as the first method outlined.

The bulkhead construction-may be similar to that described in my application for patent. Serial No. 267,480}; filed December 19. 1918, except the sections which maybe of uniform width are joined together by riveting instead of welding. Joggled laps may be cast upon the sections or the sections may lap to form in and-out. strakes. As there are no deck longitudinals the stiffeners are bracketed securely to the deck plating.

If preferred, vertical stiffeners maybe used "in place of the horizontal stifieners shown. Rolled plate may be'used. if desired ,of the ship,

lid

where the plating is too thin for economical casting.

The frame construction in the extreme forward and after sections is similar to that indicated in Figs. 6 and 17 for the midship section, the frames being lengthened or shortened where necessary to suit local repiirements.

The shaft tunnel construction may be similar to that described in my application for patent, Serial No. 267, 180}, filed December 19, 1918,. or modified as desired.

The-floor construction is as shown in Figs. 6 and 17. Where watertightness or oiltigh t ness is required the lightening holes '75 and the drain and air holes 76 are omitted and the riveting between the upper and lower portions of the floors and to the keel is made water tight or oil tight as the case may be.

'The side girders may have lightening holes similar to those shown tor the floors in Figs. 6 and 17, except in way of ballast or other tanks. Two side girders are provided on each side of the ship running throughout the major portion of the length and a third is added for a short distance in the extreme after portion of the ship. These side girders are ordinarily cast with the outer bottom or tank top sections, being lapped and riveted together, but side girders of rolled plate may be used at the ends of the ship if desired.

The details of the stem and stern post may be as described in my application for patent, Serial No. 267,480,}, filed December 19, 1918, with a few modifications to adapt them to a riveted ship. A recess is preferable in the stem and stern post castings which will allow the shell sections to lap on to them forming a flush surface on the outside. The shell sections are lap riveted to the stern and stem post castings through this lap. The keel is riveted to the stem at the forward end and to the stern post at the after end.

Figs. 18 and 19 show the typical casting sections which are used in assembling the shell, tank top and decks. These sections are riveted together to form the ship. Fig. 18 shows a casting section with two edges joggled, which may be assembled as indicated in Fig. 6, and Fig. 19 shows a casting section without joggling which may be assembled as indicated in Fig. 17. In the ligures the transverse frames 10% and stringer 105 are cast integral with the plating 106, the plating being oblong as shown. The stringers 105 project beyond the edge of the plate at 107 where joggle is cast which will allow the opposite end of the stringer on the adjacent casting to rest upon it and be riveted thereto. Stringers 105 have bulbs cast on their lower edges. Lugs ltli) laps, thus ilatine lens on the ad'acent 108 and 109 are also cast as wings to the ends of these stringer bulbs as shown in Fig. 20, to enable the bulbs to be spliced to their full orpartial strength. The castings are poured by means of gates, through bulbs illonthc lower edge of the frames, which leave the forms indicated at 110. The cross section of the latter bulbs is preferably circular. Lugs 112 and 113 also cast to the frames to allow for the splicing of the bulbs of the frames. The webs of the frames are lapped and riveted at 114.

In Fig. 18 the plating is joggled on two edges at 115 and 116. of the adjacent castings to rest upon these forming a flush surface on one side of the plating. The joints are formed by riveting the two adjacent sections together in the customary manner. Joints may be single, double. treble or quadruple riveted according to tne requirements. In Fig. 1.9 no oggling is shown on edges at 117 and 118.. \Vith this form of casting the casting forming in and out strakes on theside ol the ship. The stringer webs and trame webs are however joggled to provide simplification in the connection oi frames and stringers. The laps are cut oil at 1' 9 in all cases to avoid three thicknesses overlapping where the corners of three castings join. To make these corners water-tight special caulking is required. On any one casting section the diagonally opposite corners are the ones so cut. Lugs 120 are formed in the vents in the mould and are cut off during trimming are also the forms 110 at121.

The method of molding is similar to that described in my application for patent, Se rial No. 26?,sl80-1, liled December 19, 1918.

All the sections are so designed s to be standardized. There may be several different standard sections such as for outside plating, tank top plating, deck plating and bulkheads. Portions of sections may be formed where required either by coring in the moulds or trinnning after the castings made.

The ship is built by. assembling the sections with the plates 106 (see Figs. 18 and 19) arranged in horizontal strakes, each section having its greatest dimensions lengthwise oil? the hull asshown in Figs. 2 and 3. The joints between the strz' I are reinforced by the longitudinal stiii eners which are also joined. The sections are also oincd transversely, the joints being reinforced by the transverse frames. floors and deck girders, which join the longitudinal stiffeners. The frames, floors and deck girders are also joined. The method of construction shown eliminates considerable amount of the riveting found in an ordinary rolled plate ship, by doing away with boundary and connection This allows the edges angles, and by substituting castsections for those. builtup of rolled shapes riveted together. r 1 i Asteel ship having a dead weight carrying capacity of 9.600 plate and shapes, would have this carrying capacity increased to about 9800 tons it built of cast sections thus increasing the efficiency oi the ship.

The seams and butts of this ship may be caulked in the usual manner.

T have'designed the ship withparticular relation to casting, but it is possible to build it up partly of rolled metal. 7

While I have. described my invention in the form in which it seems preferable to construct it, I do not limit myself to the particular details shown for they may be valed withoutdeparting from the fundamental idea 01 the ship.

l'l hat I claim 1s-.

1. In a ship, horizontally disposed strakes of plates, each composed of separately iormed integral units each having its great cst'dimension lying lengthwise of the hull, and including a plurality of stitieners, such as framesv or floors, disposed across the aid greatest dimension.

The combination claimed in claim 1, each unit including also an integral longitudinal strength :l ra'me stiffener, stringer or girder. r c

v The combination claimed in claim 2 having said longitudinal member lying along one edge of said unit. 7

1. In a ships hull h rizontally disposed strakes of plating. composed of duplicate sections, each section having vertically disposed portions of stifteners of shallow depth integrally formed with the plating of said sections.

The combination claimed in claim 1 having deeper girder portions at right angles to said shallow stifiener portions in.- tegrally formed with said plating.

6. The combination claimed in claim 4: l'iaving said sect-ions cast with oilset edges adapted to overlap each other for joining purposes.

7. The combination claimed in claim 5, having said sections cast with offset edges adapted to overlap each other for joining purposes.

8. A ships hull comprising strakes of even-width in its curved and flaredends, said smakes comprising sections having transverse stiffener ortions dis osed thereon equal angles.

9. The combination clanned 1nv claim 8,

having overlapping-offset edges cast in tegrally with said sections for joining purposes.

In testimony whereof, I have aliixed my signature to this specification.

MYRON F. HILL.

tons built of rolled

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