• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a marine hull comprising a hull plate (2) manufactured from metal, a set of longitudinal reinforcements and a set of transverse reinforcements, at least one longitudinal reinforcement (3) of said set of longitudinal reinforcements being arranged between the hull plate (2) and at least one transverse reinforcement (4) of said set of transverse reinforcements, and being connected to an inside (5) of the hull plate (2). The marine hull is characterized in that the hull plate (2) has a thickness that is less than 10 mm, and that said at least one longitudinal reinforcement (3) is manufactured from the same metal as said hull plate (2) and comprises at least one resilient segment (6) arranged to spring in the direction transverse to the thickness of the hull plate (2), and that said resilient segment (6) is arranged to bottom upon a compression that is more than 10 mm and less than 50 mm.
    公开号:SE1250361A1
    申请号:SE1250361
    申请日:2012-04-11
    公开日:2013-10-12
    发明作者:Haakan Rosen
    申请人:Haakan Rosen；
    IPC主号:
    专利说明:

    30 35 and very time-consuming fitting work of the marine vessel's interior and other construction. A major disadvantage of boats made of light metal, such as aluminum, is that the hulls of these boats must be welded together by a large number of sheet metal pieces, usually single-curved sheet metal pieces, which limits the hydrodynamic properties of the marine or welds, between the sheet metal vessels. The joints, the pieces are the weak point of the hull, and not infrequently cracks and leaks occur in the welds solely due to external stress from the water when propelling the boat.
    The welds also risk cracking during a grounding or similar. Aluminum boats also have the disadvantage that over time there is a total fatigue of the material. Boats with light metal hulls also easily get dents caused by external stress, in that the hull plate has a low buckling load limit at the same time as the boat's skeleton, or a set of longship reinforcements and transverse reinforcements, which support the hull plate is completely rigid and inflexible. These deformations pose not only an aesthetic problem but also a hydrodynamic problem, with decreasing maximum speed and maneuverability as a result. Like marine hulls made of plastic, marine hulls made of aluminum also have relatively large tolerances, approximately +/- 1% in length and width, which entails expensive and very time-consuming fitting work of the marine vessel's interior and other construction.
    The hulls of high-speed non-planing or displacing boats, such as high-speed warships such as frigates and destroyers, are usually made of joined, thick steel plates. A typical thickness of such hull plates is 15-30 millimeters, which are connected to each other by welding. Although these boats withstand great external stresses, they run the risk of obtaining permanent deformations, like aluminum boats. Another major disadvantage of this type of steel boat is that it has a large weight in relation to its size and thus consumes a lot of fuel during propulsion, which makes them less suitable for private use.
    Brief Description of the Objects of the Invention The present invention aims at eliminating the above-mentioned disadvantages and shortcomings of prior art marine hulls and of providing an improved marine hull. A basic object of the invention is to provide an improved marine hull of an initially defined type, which is of lightweight construction and at the same time exhibits great resistance to permanent deformation under external load / stress.
    Brief description of the features of the invention According to the invention, at least the basic object is achieved by means of the initially defined marine hull and the marine vessel, which have the features defined in the independent claims. Preferred embodiments of the present invention are further defined in the dependent claims.
    Thus, according to a first aspect of the present invention, there is provided a marine hull of initially defined type, characterized in that the hull plate has a thickness of less than 10 millimeters, and that the hull at least one longitudinal reinforcement is made of the same metal as said hull plate. and comprises at least one resilient segment arranged to and that said resilient segment is arranged to bottom at a spring in the direction transverse to the thickness of the hull plate, compression which is more than 10 millimeters and less than 50 millimeters.
    According to a second aspect of the present invention, there is provided a marine vehicle comprising such a marine hull.
    Thus, the present invention is based on the insight that by manufacturing a part of the hull skeleton, at least one longitudinal reinforcement, resiliently the same will absorb strong external load without the hull plate obtaining permanent deformations.
    According to a preferred embodiment of the present invention, the at least one longitudinal reinforcement of at least one resilient segment is arranged to initiate suspension at an applied external force corresponding to more than 70% of the buckling load of the hull plate, preferably more than 80%.
    According to a preferred embodiment, at least one resilient segment of at least one longitudinal reinforcement is arranged to bottom at an applied external force corresponding to more than 95% of the buckling load of the hull plate, preferably more than 98%.
    Preferably, said at least one elongate which is connected This ship reinforcement comprises a rigid segment, with and separating two of said resilient segments. means that the longship reinforcement provides the function of a stringer and at the same time is resilient.
    In a further preferred embodiment, the rigid segments of the longitudinal reinforcement are connected to the at least one transverse reinforcement, and wherein each of the two resilient segments of the longitudinal reinforcement is connected to the inside of the hull plate.
    Further preferably, said at least one longitudinal reinforcement comprises a plate with longitudinal bends, which plate forms at least a part of the rigid segment and said two resilient segments.
    Additional advantages and features of the invention will be apparent from the other dependent claims and from the following detailed description of preferred embodiments.
    Brief Description of the Drawings A more complete understanding of the above and other features and advantages of the present invention will become apparent from the following detailed description of preferred embodiments with reference to the accompanying drawings, in which: Fig. 1 is a schematic cross-sectional view of a part of the marine hull according to the invention showing a plurality of longitudinal reinforcements, Fig. 2 is a schematic cross-sectional view of a part of the marine hull according to the invention showing a longitudinal reinforcement according to a first embodiment in an unloaded condition, Fig. 3 is a schematic cross-sectional view corresponding to Fig. 2 showing the longitudinal reinforcement in a partially compressed condition, and Fig. 4 is a schematic cross-sectional view of a part of the marine hull according to the invention showing a longitudinal reinforcement according to a second embodiment in an unloaded condition. .
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS According to a first aspect, the present invention relates to a marine hull, generally designated 1, and according to a second aspect to a marine vessel comprising such a hull. hull that is particularly suitable for use in high-speed hulls. The hull 1 belongs to the group of lightweight, planing marine vessels, or boats, although great advantages also arise when used in high-speed, moving boats.
    Reference is made initially to Figure 1, in which a cross section of a part of the marine hull 1 according to the invention is shown. The hull 1 comprises in the usual way a hull plate 2 made of metal, which may consist of one or more joined segments, and a skeleton which is formed of a set of longship reinforcements and a set of transverse reinforcements. The set of longship reinforcements comprises a plurality of longship reinforcements which may have the same or different shape / function, and the set of transverse reinforcements comprises a plurality of transverse reinforcements which may have the same or different shape / function. For example, each transverse reinforcement 4 may consist of a transverse frame or a transverse bulkhead.
    Said set of longship reinforcements comprises at least one longship reinforcement, generally denoted 3, and said set of transverse reinforcements comprises at least one transverse reinforcement 4, said at least one longship reinforcement 3 being arranged between said hull ship at least one extends wholly or partly from the hull 1 to the stern thereof, and is connected to an inside 5 of the hull plate 2 and to an outside of the at least one transverse reinforcement 4. Preferably the set of longship reinforcements comprises a plurality, or exclusively, of longitudinal reinforcements according to the invention. .
    The set of transverse reinforcements consists of transverse frames or transverse bulkheads or a mixture thereof, which are dimensionally stable and thus provide a well-defined internal interface to the interior of the marine vessel and other construction.
    According to the present invention, the hull plate 2 must be made of metal and have a thickness of less than 10 millimeters. Preferably, the hull plate 2 consists of a plurality of segments which are arranged edge to edge and joined together by means of welding / fusion and subsequent heat treatment. The result of this treatment gives a marine hull 1 with a homogeneous structure without weakening joints. The segments of the hull plate 2 are preferably laser cut, based on a data model, in order to obtain the greatest possible accuracy. Furthermore, the segments of the hull plate 2 are preferably compression molded by hydroforming.
    The preferred production of the hull plate described above means that the shape of the hull plate 2 is given a predetermined shape with very high accuracy, and thus the need to individually adapt the interior of the marine vessel and other components will be markedly reduced. or completely eliminated.
    Preferably, the thickness of the hull plate 2 is greater than 1 Most preferably, the thickness of the hull plate 2 is less than 3 millimeters. millimeters, and less than 5 millimeters.
    Preferably, the hull plate 2 is made of a ferrite-austenitic stainless steel, which is corrosion-resistant and which is strong as well as tough, which gives optimal formability and weldability. Furthermore, the longship reinforcement 3 must be made of the same metal as the hull plate 2, in order to obtain the best possible connection between the hull plate 2 and the longship reinforcement 3, and the best possible function of the invention.
    Reference is now made to Figures 2 and 3, in which a schematic cross-sectional view of a part of the marine hull 1 according to the invention with the longitudinal reinforcement 3 according to a first embodiment in an unloaded and partially compressed condition, respectively, is shown.
    The longship reinforcement 3 comprises at least one resilient segment 6 arranged to spring in a direction transverse to the thickness of the hull plate 2, said resilient segment 6 preferably being longitudinal along the longship reinforcement 3. In the embodiment shown, the resilient element 6 has an elongate S or the longitudinal reinforcement 3, is arranged to bottom at a compression which is more than 10 millimeters and less than 50 millimeters. In other words, at an applied external force, the hull plate 2 is pushed inwards at the same time as the resilient segment 6 springs to absorb the applied external force and thus permanent deformation of the hull plate 2 is prevented.
    Preferably, at least one resilient segment 6 of the longship reinforcement 3 is arranged to initiate suspension at an applied external force corresponding to more than 70% of the buckling load of the hull plate 2, more preferably more than 80%. Furthermore, it is preferred that the at least one resilient segment 6 of the longitudinal reinforcement 3 is arranged to bottom at an applied external force corresponding to more than 95% of the buckling load of the hull plate 2, more preferably more than 98%, and most preferably at the same time the applied external force corresponds to 100 % of the hull load 2 buckling load. By crack-welded is meant here the load where the hull plate 2 undergoes permanent deformations / dents.
    The longship reinforcement 3 preferably comprises two resilient elements 6, as well as a rigid segment 7 which is connected to and separates said two resilient segments 6.
    In other words, the rigid segment 7 is centrally located, and the longitudinal reinforcement 3 is symmetrical about an imaginary plane extending parallel to the longitudinal reinforcement 3 and at right angles to the hull plate 2.
    The rigid segment 7 provides the function of a traditional stringer. In the preferred embodiment, the rigid segment comprises a cross-sectional wave-shaped, or serpentine-shaped, plate segment 8 which is preferably connected to a flat plate strip 9. The plate strip 9 is connected to the wave crests of the cross-sectional wave-shaped plate segment 8, and is thus the part of the longship reinforcement 3 connected to the at least one transverse reinforcement 4.
    The rigid segments 7 of the longship reinforcement 3 are connected to the at least one transverse reinforcement 4, and each of the two resilient segments 6 of the longship reinforcement 3 is connected to the inside 5 of the hull plate 2. Preferably the longship reinforcement 3 is made of plates the density of the longship reinforcement 3, i.e. constitutes at least a part of the rigid segment 7 and the two resilient segments 6. Preferably, the thickness of the plate constituting the longitudinal reinforcement 3 is less than the thickness of the hull plate 2. In the preferred embodiment, the longitudinal reinforcement 3 bottoms out when the rigid segment 7 comes into contact with the inside 5 of the hull plate 2.
    Reference is now made to Figure 4, in which an alternative, second embodiment of the longship reinforcement 3 in an unloaded condition is shown.
    In this embodiment, the rigid segment 7 comprises, in the same way as in the first embodiment, a cross-sectional wave-shaped, or serpentine-shaped, sheet segment 8 which is preferably connected to a flat sheet metal strip 9. However, with the difference that the cross-sectional wave-shaped sheet segment 8 does not form part of the plate with longitudinal bends which constitute the majority of the longitudinal reinforcement 3. Instead, the two resilient segments 6 are connected to each other by means of a straight central section 10, the wave valleys of the cross-sectional wave-shaped plate segment 8 being connected to said central section 10.
    The longship reinforcement 3 should preferably have such a shape that any condensation water on the inside 5 of the hull plate 2 does not risk accumulating.
    Possible modifications of the invention The invention is not limited only to the embodiments described above and shown in the drawings, which have only illustrative and exemplary purposes. This patent application is intended to cover all adaptations and variants of the preferred embodiments described herein, and consequently the present invention is defined by the wording of the appended claims and their equivalents. Thus, the equipment can be modified in any conceivable way within the scope of the appended claims.
    It should also be pointed out that all information about / concerning is to be interpreted / read with the equipment oriented in accordance with terms such as above, below, upper, lower, etc., the figures, with the drawings oriented in such a way that the reference numerals can be read correctly. Thus, conditions in the embodiments shown, such terms only indicate to each other which conditions may change if the equipment according to the invention is provided with a different construction / design.
    It should be pointed out that even if it is not explicitly stated that features from a specific design can be combined with features in another design, this should be considered obvious when possible.
    权利要求:
    Claims (14)
    [1]
    Marine hull comprising a hull plate (2) made of metal, a set of longship reinforcements and a set of transverse reinforcements, at least one longship reinforcement (3) of said set of longship reinforcements being arranged between the hull plate and a reinforcing plate (2) (4) of said set of transverse reinforcements, and is connected to one (2), has a thickness of less than 10 millimeters, inside (5) of the hull plate, characterized in that the hull plate (2) and that said at least one longitudinal reinforcement (3) is made of the same metal as said hull plate (2) and comprises at least one resilient segment (6) arranged to (2) thickness, and to be arranged to bottom at a spring in the direction across said resilient segment (6) of the hull plate. compression greater than 10 millimeters and less than 50 millimeters. thick-
    [2]
    Marine hull according to claim 1, wherein the play of the hull plate (2) is more than 1 millimeter.
    [3]
    Marine hull according to claim 1 or 2, wherein the thickness of the hull plate (2) is less than 5 millimeters, preferably less than 3 millimeters.
    [4]
    A marine hull according to any one of claims 1-3, wherein said at least one longitudinal reinforcement (3) at least one resilient segment (6) is arranged to initiate suspension at an applied external force corresponding to more than 70% of hull buckling load, the plate ( 2) preferably more than 80%.
    [5]
    Marine hull according to any one of claims 1-4, wherein said at least one longitudinal reinforcement (3) at least one resilient segment (6) is arranged to bottom at an applied external force corresponding to more than 95% of the buckling load of the hull plate (2), preferably more than 98%.
    [6]
    A marine hull according to any one of claims 1-5, wherein said at least one longship reinforcement (3) comprises one (7), of said resilient segment (6). rigid segment which is associated with and separates two
    [7]
    Marine hull according to claim 6, wherein the longship reinforcement is connected to said (4), two resilient segments (6) (5). rigid segments (7) of the hull (3) at least one transverse reinforcement and wherein each of the longitudinal reinforcement of the longitudinal reinforcement (3) is connected to the inside of the hull plate (2)
    [8]
    Marine hull according to claim 6 or 7, wherein said at least one longitudinal reinforcement (3) comprises a plate with longitudinal bends, which plate forms at least a part of the rigid segment (7) (6). and said two resilient segments
    [9]
    Marine hull according to claim 8, wherein the plate of the longitudinal reinforcement (3) has a thickness which is less than the thickness of the hull plate (2).
    [10]
    Marine hull according to any one of the preceding claims, wherein said at least one transverse reinforcement (4) consists of a transverse bulkhead.
    [11]
    11. ll. Marine hull according to any one of the preceding claims, wherein said at least one transverse reinforcement (4) consists of a transverse frame.
    [12]
    Marine hull according to any one of the preceding claims, wherein the hull plate (2) and said at least one longship reinforcement (3) are made of a ferrite-austenitic stainless steel. 13
    [13]
    Marine hull according to one of the preceding claims, wherein the same year is of the planing type.
    [14]
    A marine vehicle comprising a marine hull according to any one of claims 1-13.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1250361A|SE536468C2|2012-04-11|2012-04-11|Marine hull as well as marine vehicle|SE1250361A| SE536468C2|2012-04-11|2012-04-11|Marine hull as well as marine vehicle|
    JP2015505681A| JP2015514044A|2012-04-11|2013-03-27|Ship hull and ship|
    AU2013247452A| AU2013247452B2|2012-04-11|2013-03-27|Marine hull and marine vessel|
    CA2869772A| CA2869772C|2012-04-11|2013-03-27|Marine hull and marine vessel|
    NZ700210A| NZ700210A|2012-04-11|2013-03-27|Marine hull and marine vessel|
    RU2014145200A| RU2616476C2|2012-04-11|2013-03-27|Hull of marine vessel and marine vessel|
    PCT/SE2013/050344| WO2013154484A1|2012-04-11|2013-03-27|Marine hull and marine vessel|
    EP13775661.5A| EP2836420B1|2012-04-11|2013-03-27|Marine hull and marine vessel|
    US14/391,882| US9616973B2|2012-04-11|2013-03-27|Marine hull and marine vessel|
    CN201380019475.9A| CN104220327B|2012-04-11|2013-03-27|Marine hull and marine ship|
    PL13775661T| PL2836420T3|2012-04-11|2013-03-27|Marine hull and marine vessel|
    MX2014011640A| MX349737B|2012-04-11|2013-03-27|Marine hull and marine vessel.|
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    ZA2014/06990A| ZA201406990B|2012-04-11|2014-09-25|Marine hull and marine vessel|
    CL2014002719A| CL2014002719A1|2012-04-11|2014-10-09|Maritime hull comprising a hull plate made from metal, a set of longitudinal reinforcements and a set of transverse reinforcements, where the hull plate has a thickness that is less than 10 mm, and where at least one longitudinal reinforcement It is manufactured from the same metal as the hull plate and comprises at least one resilient segment; sea boat.|
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