MIDEL

MIDEL

mitel (Middle) - a word meaning “average”, for example. midship frame - the middle frame along the length of the ship, midship deck - the middle deck. Sometimes the word M means the greatest width of the vessel. For example, the width of the ship along the middle is such and such.

Samoilov K. I. Marine Dictionary. - M.-L.: State Naval Publishing House of the NKVMF of the USSR, 1941

See what "MIDEL" is in other dictionaries:

- (English). The largest width in a ship. Dictionary of foreign words included in the Russian language. Chudinov A.N., 1910. MIDEL English. The largest width in a ship. Explanation of 25,000 foreign words that have come into use in the Russian language, with... ...

- (middle) mor. the large width of the ship, and the midship frame, the middle or widest rib, the girth. Mideldek husband the middle deck (battery) of a three-deck ship. Dahl's Explanatory Dictionary. IN AND. Dahl. 1863 1866 … Dahl's Explanatory Dictionary

Exist., number of synonyms: 2 middle (1) width (6) ASIS synonym dictionary. V.N. Trishin. 2013… Synonym dictionary

Middel, midsection (from Dutch middel, literally middle, middle) is the largest cross-section by area of ​​a body moving in water or air. The midsection of the Tu 204 aircraft is 4.8 meters. Usually they talk about the midship... ... Wikipedia

M. the greatest width of the vessel (sea). From English middleе – the same (Matzenauer, LF 10, 322). As part of the additions - also from Goll.; Wed middeck middle deck from English. middledeck or head. middeldek – the same; see Matzenauer, ibid.; midship frame - from... ... Etymological Dictionary of the Russian Language by Max Vasmer

- (marine) large width of the ship; midship frame is the middle or widest rib (frame); middeck the middle deck (battery) of a three-deck ship. Wed. Ship … Encyclopedic Dictionary F.A. Brockhaus and I.A. Efron

midships- Midele, I... Russian spelling dictionary

midships- (2 m); pl. mi/deli, R. mi/deli… Spelling dictionary of the Russian language

- (in shipbuilding) a section of the hull of a ship or other watercraft with a vertical transverse plane, located half the length between the perpendiculars of the theoretical drawing of the ship. Included in the number of fundamental points, lines and planes... ... Wikipedia

- (see midsection + frame) sea. 1) a curve on a theoretical drawing obtained by cutting the ship in the middle or at its widest point with a transverse plane perpendicular to the centerline plane of the ship; 2) frame located in the very ... ... Dictionary of foreign words of the Russian language

1. Selecting a slab set system, grade and category of steel, spacing.

2.Drawing the contours of the midship frame

3. Design loads on the hull from the sea and under load

3.1 Static loads.

3.2 Wave loads.

4. General strength standard

4.1. Moment of resistance of the ship's hull

4.2. Cross-sectional moment of inertia

5. Set of the ship's hull according to the Rules

5.1 Design of the outer hull cladding.

5.1.1 Design of the outer bottom plating.

5.1.2 Design of the outer skin of the side.

5.1.3 Design of the upper deck deck

5.1.4 Design of the lining of the inclined wall of the below-deck tank.

5.1.5 Design of the lining of the inclined wall of a zygomatic tank

5.2 Design of bottom beams, second bottom and second bottom flooring.

5.2.1 Design of the second bottom flooring.

5.2.2 Set of bottom slab.

5.2.2.1 Design of continuous floras.

5.2.2.2 Design of a vertical keel.

5.2.2.3 Design of the bottom stringer.

5.2.2.4 Design of bottom longitudinal beams.

5.2.3 Design of longitudinal beams of the second bottom

5.3 Design of on-board kit.

5.4 Design of zygomatic tank structures

5.5 Design of below-deck tank structures

5.5.1 Design of the inclined wall of a below-deck tank

5.5.2 Design of longitudinal beams of VP in an under-deck tank.

5.5.3 Design of frame beams.

5.5.4 Design of the frame beam of the inclined wall of the tank.

5.6 Design of coaming-carlings.

6. Checking the overall longitudinal strength

7. List of references

Course project Structural midship frame of a bulk carrier Introduction

Calculation of the main dimensions of the vessel.

Control:

The vessel complies with the requirements of the Rules.

Dry-cargo bulk vessel with a stern MKO arrangement and a living superstructure, forecastle, poop, inclined stem with a bulbous bow, and transom stern. The vessel is single-deck with cargo hatches, double bottom, single side with side under-deck and bilge tanks.. Divided into watertight compartments by transverse bulkheads in accordance with the requirements of the Rules. A vessel with excess freeboard. Bulk cargo transported: grain, ore, sand, building materials.

1. Selecting a slab set system, grade and category of steel, spacing.

The part of the deck flooring located between the transverse coamings of adjacent cargo hatches is reinforced with transverse stiffeners, which are additionally installed on each frame between the longitudinal deck beams. The double bottom of a bulk carrier in the area of ​​the cargo compartments is carried out using a longitudinal system of framing. The single side between the below-deck and bilge tanks is made with a transverse framing system. Side bilge tanks are made using a transverse mounting system, side below-deck tanks are made using a longitudinal mounting system.

L=189.3 m steel grade is accepted 10ХСНД s R eH=390 MPa and coefficient of utilization of mechanical properties η =0,68;

The standard yield strength is 345.6 MPa.

The normal spacing in the middle part of the vessel is determined by the formula m,

a 0 = 0.002*189.3+0.48=0.8586 where L is the length of the vessel between perpendiculars, m.

We accept a = 0.85 m .

The rules allow deviations of the taken spacing from normal within ± 25%. The calculated value of the spacing must be rounded: take it equal to the value of the standard spacing according to OST 5.1099-78. A range of standard spacing: 600, 700, 750, 800, 850, 900, 950, 1000 mm. The rules recommend not using spacing of more than 1000 mm, and using spacing of 600 mm in the forepeak and afterpeak. In addition, in the first compartment behind the forepeak bulkhead, for a distance of 0.2 L aft from the bow perpendicular, the spacing should be 700 mm. On bulk carriers, taking into account the characteristics of the cargo, solid floors should be located two spacings from the forepeak to the afterpeak bulkhead, therefore The length of the compartments is taken as a multiple of the spacing and two spacings.

Initial data:

L = 96.5m – design length;

B = 15.8m – width;

Н = 10.2 m – side height;

T = 7.1 m – draft;

R = 1.20m – cheekbone rounding radius;

Sfl = 9.0mm – flor thickness;

? No. 22b – strip-bulb frame;

? No. 18a – stripe-bulb beams;

Sdd = 9.0 mm – thickness of the double bottom flooring;

Sxh = 12×450mm – carling wall;

Sxb = 14×220mm – carling belt;

Sp = 11mm – thickness of the deck;

Sb = 12mm – thickness of the outer skin of the side;

Sdn = 14mm – bottom thickness.

1. Introduction

The hull of a moving ship can be subject to constant and random
loads.

Constant loads acting during the entire period of operation -
this is the weight of the hull, superstructures, ship machinery and accepted cargo, force
maintenance and resistance of water to the movement of the vessel. The forces of the ship's weight and
hydrostatic support forces are directed in opposite directions
and balance each other. These forces are distributed along the length of the vessel
unevenly. So in the holds located in the middle part of the ship, the cargo
more than in the end holds, especially in the first. Fully loaded
Forepeak and afterpeak general cargo vessels are often empty. Main
the engine occupies a small area in the engine room, but its mass
significant. However, the total mass of machinery in the engine room is usually
less than the mass of cargo in a fully loaded hold. Maintaining forces
are also unevenly distributed throughout the ship. Their intensity depends on
the magnitude of the displaced volumes, which gradually decrease from the middle
of the vessel to the extremities when the vessel is sailing in calm water and continuously
change under conditions of excitement.

Random loads act on the body for a period of time
period of time and occur when waves strike, a ship runs aground,
ship collision.

To simplify calculations, the operating loads are conventionally divided into two
categories: causing general bending of the body or local bending of individual
its elements.

In calm water, the nature of the general deformation of the hull usually remains unchanged
during the entire voyage, if the distribution of main cargo or ballast
permanent. Only the degree of curvature of the body in the DP changes as
fuel consumption and reserves. On excitement, general deformation of the hull
changes cyclically many times: the deflection of the body alternates with
inflection. Housing strength is ensured with repeatability in mind
loads The greatest bending moment acts in the area of ​​the middle
vessel.

The ability of the body to withstand loads acting on its individual
overlaps and connections, determines local strength. Among local loads
release hydrostatic pressure during emergency flooding of compartments,
concentrated and distributed forces when receiving and removing loads in
area of ​​lifting devices, reaction of keel blocks when placed in
dock, concentrated forces during mooring and towing, compression forces
hulls with ice during ice navigation of the vessel.

In fact, the stresses in the housing structures are calculated as
algebraic sum of stresses from general bending and local loads.

2. Selection of dialing system and body material.

On relatively small ships (up to 100 meters in length), the value
bending moment from the overall longitudinal bending of the body is relatively
small. The determining factors for such vessels are local loads:
load pressure, water pressure, wave impacts, ice impacts and others.

The dimensions of the main hull connections of such vessels are determined mainly from
conditions for ensuring local strength, but they are sufficient to ensure
overall strength of the vessel. Overall longitudinal strength of ships up to 100 in length
meters is provided with relatively small thicknesses of the outer
plating and decking of the upper deck.

Local strength of the hull is easily ensured with a transverse system
set of floors. With a transverse dialing system, the main connections
located across the ship. Bottom floor connections, with the exception of
longitudinal connections far apart from each other consist of continuous or
bracket floors on each practical frame; airborne communications
the floors consist of frames with a normal distance from each other;
The deck ties consist of beams.

The transverse dialing system is relatively simple and economical.

Based on the data presented, in this work we believe that the corpus is composed
according to the transverse dialing system.

For ships of short length (up to 120m), steel is usually used
carbon shipbuilding grade VSt3spII with yield strength ReH =
235 MPa. Since L = 96.5m, in this work we assume that for
In the construction of the vessel, steel of this particular size will be used.

3. Calculation of the main connections of the body

3.1 Vertical keel

The height of the vertical keel is determined by the empirical formula:

hвк = 0.0078L + 0.3 = 0.0078*96.5 + 0.3 = 1.053m,

where L is the design length of the vessel, m.

We accept hвк = 1m = 1000mm.

The thickness of the vertical keel is determined by the formula:

hvk 235 1000
235

Svk = ((*((= ((*((= 12.5mm,

80 ReH 80
235

where ReH is the yield strength of steel, which is accepted for construction
of this vessel, m.

According to sheets produced in industry, we accept the thickness
vertical keel Svk = 13.0 mm.

3.2 Spatzia

Spacing is determined by the formula:

a = 0.002L + 0.48 = 0.002*96.5 + 0.48 = 0.67m.

We accept spacing a = 700mm.

3.3 Bottom stringers

The number of bottom stringers is determined depending on the width of the vessel.

Based on the fact that the vessel is built using a transverse system and B = 15.8 m
(i.e. 8(B(16), we place one bottom stringer from each
sides.

The thickness of the bottom stringer Sst is equal to the thickness of the floor Sst = Sfl = 9.0 mm.

On flora with a height of more than 900 mm, stiffening ribs must be installed
with a thickness of at least 0.8 Sfl and a height of at least 10 rib thicknesses, but not
more than 90mm.

We accept Sрж =8mm.

With a transverse recruitment system, floor stiffeners are installed
so that the unsupported span of the flora does not exceed 1.5 m, therefore in
In this work, the bottom stringer is displaced. One of the stiffeners
located directly below the end of the zygomatic book.

To access the double-bottom space, it is necessary to make holes in the flora.
The minimum height of the manhole is 500mm, the minimum length is 500mm. Lazy
located in the middle of the height of the flora. Distance of the manhole edge from
vertical keel is 0.5 times the height of the vertical keel. Distance
the edges of the manhole from the bottom stringer and stiffening ribs, the flora is
0.25 flora height in this section.

The double-bottom space is used to receive ballast and technical
water. In addition, when docking the vessel, the tightness is checked
double bottom compartments filled with water. To remove air from the compartments
double bottom into the atmosphere there are air pipes going out to
upper deck In the upper part of the flora near the flooring of the second bottom for exit
air when filling the double bottom compartment with liquid are provided
semicircular cutouts with a diameter of 50mm. To be able to dry the compartment during
The floras have similar cutouts in the bottom trim.

3.5 Zygomatic arch

The zygomatic bracket serves to connect the frame with the floor.

Height of the zygoma:

hkn = 0.1lshp,

where lshp is the span of the frame, which is determined by the formula:

lshп = Н – hвк = 10.2 – 1.0 = 9.2 m.

Then we get the value of the height of the zygomatic book:

hkn = 0.1*9.2 = 0.92m = 920mm.

We accept hkn = 900mm.

Width of the zygomatic book:

bsk kn = hsk kn + hshp = 900 + 220 = 1120mm,

hshp is the height of the frame, determined by the frame number of the strip-bulb.

3.6 Double bottom sheet

On modern ships, the double-bottom sheet is used in the holds
horizontal.

Double bottom sheet width:

bml = bsk kn + 40 = 1120 + 40 = 1160mm.

The double-bottom sheet is subject to intense corrosion, so its thickness
accepted 1mm thicker than other sheets of second bottom flooring

Sml = Sdd + 1.0 = 9 + 1 = 10mm.

3.7 Beam book

The beam bracket has two identical legs C, the size of which can
be accepted:

C = 1.5hbeams = 1.5*180 = 270mm,

where hbeam is the height of the beam according to the profile number.

The thickness of the beam bracket is equal to the thickness of the beam wall Sкн = 8 mm.

Since the leg of the beam bracket is C (250mm, a flange is provided along the free
edge of the book to ensure its rigidity - bent free edge
at an angle of ~90 (width 10 thicknesses of the bracket, i.e. 80mm.

3.8 External cladding

Shearstrek is a reinforced side sheathing sheet.

Sheartrack width bsh (0.1N, m and can be taken in the range from 500 to
2000mm. We accept bsh = 1100mm.

The thickness of the shearstrake Ssh is assumed to be equal to the thickness of the outer skin of the side
or deck flooring, whichever is larger. We accept Ssh = 12mm.

The horizontal keel is a reinforced bottom plating sheet.

The width of the horizontal keel is determined depending on the length of the vessel.
For a vessel length L (80m, the width of the horizontal keel is determined by
formula:

bgk =0.004L + 0.9 = 0.004*96.5 + 0.9 = 1290mm.

We accept bgk = 1300mm.

The thickness of the horizontal keel (mm) must be greater than the thickness of the sheets
bottom plating in the middle part of the vessel by the amount

(S = 0.03L + 0.6 = 0.03*96.5 + 0.6 = 3.5mm,

but this value cannot exceed 3 mm, so we accept (S = 3 mm and
accordingly Sgk = 17 mm.

3.9 Deck flooring

Since the thickness of the side plating is greater than the thickness of the deck flooring, the outermost
the decking sheet adjacent to the side must be reinforced, i.e. necessary
determine the dimensions of the deck stringer.

The width of the deck stringer is equal to the width of the horizontal keel bps =
bgk = 1300mm.

The thickness of the deck stringer is assumed to be equal to the thickness of the side plating
Sps = Sb = 12mm.

Note: All necessary constructions have been completed, and all necessary
dimensions are indicated in the drawing attached to the calculation and explanatory
note.

Literature:

Fried E.G. Structure of the vessel - L.: Shipbuilding, 1969.

Smirnov N.G. Theory and structure of the vessel - M.: Transport, 1992.

R. Dopatka, A. Perepechko Book about ships - L.: Shipbuilding, 1981.

Midship frame of a bulk carrier using a transverse frame system

Midship frame is a section of the hull of a ship or other watercraft with a vertical transverse plane, located half the length between the perpendiculars of the theoretical drawing of the ship. Included in the number of basic points, lines and planes of a theoretical drawing. May not coincide with the widest section of the housing. The actual frame is usually installed in this plane. TRANSVERSE FRAMEWORK SYSTEM A ship hull frame in which the main continuous connections are located in the transverse plane (frames, beams). The purpose of these connections is to provide lateral strength of the vessel and transfer local load to the rigid contour of the vessel (bottom, sides, deck, etc.). S.N.P. ships were used in wooden shipbuilding. In modern conditions, it has been preserved on small military vessels and on most civilian vessels, both sea and river, as well as at the ends of ships recruited according to the longitudinal recruitment system.

Midship frame of a bulk carrier using a mixed system of framing

The midship frame is a section of the hull of a ship or other watercraft with a vertical transverse plane, located at half the length between the perpendiculars of the theoretical drawing of the ship. Included in the number of basic points, lines and planes of a theoretical drawing. May not coincide with the widest section of the housing. The actual frame is usually installed in this plane.

MIXED SET-UP SYSTEM is a ship's hull set-up, in which the parts of the hull furthest from the neutral axis (bottom, upper deck) have a purely longitudinal set-up system, while other parts of the hull (sides, remaining decks) have a purely transverse set-up system. This framing system, which is the most advantageous in terms of hull weight, is widely used in military shipbuilding. The first military vessels built according to the longitudinal-transverse system were our Marat-class battleships.

The main dimensions of the vessel affect the technical and operational characteristics of the product. The construction of a boat always begins with measurements, determining dimensions and drawing up a theoretical drawing of the vessel. The listed characteristics give a more complete understanding of the contours and their characteristics.

Key Dimensions

The main dimensions of a vessel include 4 main dimensions: length, width, side height and draft level.

Once these values ​​have been reliably determined, the owner or designer can make decisions regarding a variety of operational issues: the method of mooring at the pier, the ability to move through shallow waters, and the level of lifting capacity. Today, several values ​​of the listed quantities are distinguished:

• The largest length dimensions in design documents are designated Lnb. Defined as the distance between the outermost points of the structure when measured along the body;

• length in relation to the design waterline of the vessel (DWL). First, let's look at what a ship's waterline is - this is the line of contact between the water and the hull of the boat. Novice designers and many owners have a question, what is KVL? KVL is the distance between the farthest points of the hull, which uses the water surface for measurements at the maximum load on the vessel (the amount of weight and the percentage of the maximum load capacity may differ);
• the greatest width is marked using Vnb; it is measured in the area of ​​​​the maximum width of the vessel. Measurements are taken along the outer edges;
• the width along the waterline is defined as the distance between the end points along the width along the waterline;
• height at midsection. First you need to define what is midsection? The midship of a ship is a plane located across the boat and has a vertical direction that runs in the center of the length of the boat. Mostly in the drawings, the midsection is the symbol H. To measure it, a measurement is used from the keel part (lowest point) to the top of the side;
• the height of the part of the side above the water (F). Measured from the waterline to the top of the side. Mostly the freeboard is determined at the midsection, but the information is supplemented with values ​​at the bow and stern;
• average draft values ​​(T) are defined as the depth of the boat into the water with increasing pressure. Most often, the midship from the vertical line to the lower keel mark is used for this.

Main dimensions

In addition to the key values, the theoretical drawing of the ship's hull often contains designations of dimensions:

• length of the vessel, including protruding elements of the stems;
• overall draft is the measurement from the vertical line to the lower part of the vessel (to the PM spur or other elements);

• width in dimensions, determined by the protrusions of the sides or by the fenders;
• overall height is the measurement from the very bottom to the top of the vessel.

There are values ​​given in exact numbers, but the body is often characterized by additional dimensions that appear as a ratio of values. Frequent values ​​are relationships:

• length and width along the immersion line of the boat (L/B), allows you to determine the propulsion of the structure, since with an increase in L/B the vessel becomes faster, provided that it is of a displacement type. It also determines stability; accordingly, with a decrease in L/B and the same length, the vessel becomes more stable;
• width along the design waterline to draft (W/D). The indicator provides data on propulsion, seaworthiness and structural stability. As the ratio increases, the vessel becomes more stable, but the ability to maintain the same speed when waves appear on the water decreases. Narrow, deeply submerged hulls withstand waves more easily;
• maximum length and side height of the vessel in the midsection area (Lnb/H). The rigidity of the bottom and its strength are described. The lower this indicator, the greater the strength of the body;
• absolute depth of side to draft capacity (H/T). Shows the boat's buoyancy reserve. As this indicator increases, the reserve becomes larger; accordingly, the vessel is able to withstand a greater load without the risk of waves entering the cockpit.

What is a theoretical drawing?

A theoretical drawing is a drawing on a sheet of paper that describes the complex structure of the body along the surface. To fully understand the structure, 3 projections are used at perpendicular intersection. The drawing shows the joints of the sheathing on the outside with intersecting planes; there are special rules in this regard. To build a ship, 3 planes are required: the main one, the midship frame, and the diametrical one. Main sections of the ship's hull:

• center plane (DP) of the vessel. The ship's DP is a plane that runs vertically and divides the entire hull into 2 equal parts along the length;
• the main plane (BP) of the ship is a view of the ship from below, the coordinate plane is strictly horizontal;
• midsection plane. The last important plane of the midship frame runs vertically across the length. Many people do not know that this structure of the drawing allows you to see the type of sides, the type of frames and the structure of the cockpit.

To obtain all three types of theoretical drawings, it is necessary to present a section of the vessel along the listed trajectories, parallel to the three planes. The side view projection shows traces of the body being cut in one plane exactly in the center along its entire length. Such marks are called buttocks. The second section is made with equidistant horizontal planes below the waterline (half-latitude). Traces from the bottom cut provide information about the hull.

All lines of the drawing on one projection have a curved shape, and on the rest they are presented smoothly. Frames, when viewed from the side or half-latitude, will be presented only in the form of lines, but in fact they are always made in a curvilinear manner. The waterline has a straight view from the side and on the “hull” section, and the buttocks are on the hull and half-breadth.
Theoretical drawing of the vessel

The drawings are made from the point of view of the symmetry of the port side; accordingly, the waterline of the port side is displayed at half latitude. On the right side the hull is outlined with the contours of the bow frames, and on the left - the stern, so as not to clutter up each drawing.

What are completeness factors?

The total displacement coefficient is the most important parameter of the drawing, since it reflects the volume of water that the hull will displace when submerged to the waterline. Displacement has a volumetric characteristic and allows you to determine the dimensions of the vessel, the capacity of the structure and seaworthiness.

Displacement is not a static quantity, because it depends on the level of load on the vessel; accordingly, some varieties are distinguished:

• complete. It is assumed that there is a full tank of fuel, the required amount of water for drinking, crew and provisions on board;
• empty - this is the ability to push out water with an engine and supplies installed on board, but in the absence of fuel, personal belongings, provisions and people;
• measurements. There are sails and supplies on board, but no crew, fuel or other things. Used only for sailing boats.

The displacement value in the drawings is described by the letter V and measured in m3. Used to determine the characteristics of the vessel's fullness coefficients. There is some difference from weight displacement, since the latter indicator describes the ship's cargo and is calculated in tons, and the ship's fullness coefficients take into account the density of water. Calculations are carried out using the formula D = p*V, where p is the reference density of water.