WO1994026585A1

WO1994026585A1 - Method and device for the installation of double hull protection

Info

Publication number: WO1994026585A1
Application number: PCT/US1993/004506
Authority: WO
Inventors: David W. Hart; Joseph W. Krulikowski, Iii; Bohdan Dunas
Original assignee: Special Projects Research Corp.
Priority date: 1993-05-18
Filing date: 1993-05-18
Publication date: 1994-11-24

Abstract

A method and device for constructing an auxiliary hull (1), exterior to the primary hull (3) of a ship, which has the capacity to absorb impact energy preventing primary hull (3) puncture, and can be easily retrofitted to existing ship hulls. This method and device involve the use of energy absorbing members arranged in a truss-like (4) formation to support the auxiliary hull shell. The auxiliary hull shell (2) can be laminated (9) to weaken interlaminar shear strength and further increase energy absorption during impact and thus prevent auxiliary hull (1) puncture. This method and device also allow for the void spaces created between the primary and auxiliary hull shells to be filled with material (8) which will, distribute the impact forces to the primary hull over a wider primary hull area, serve to support the auxiliary hull shell (2) under hydrostatic forces and provide additional buoyancy forces if the auxiliary hull shell (2) is punctured.

Description

METHOD AND DEVICE FOR THE INSTALLATION OF DOUBLE HULL

PROTECTION

Background Of The Invention

1. Field of the Invention:

The present invention relates to a method and device for constructing an auxiliary hull exterior to the existing primary hull of a ship. This invention will prevent punctures of the primary hull from impact and collision.

2. Description of the Prior Art:

In the past, most double hulled construction was comprised of inner bottoms and side shell bulkheads. While this method was expensive, it was feasible for new construction. For retrofit construction this method is prohibitively expensive and impractical. During retrofit the installation of inner bottom and bulkhead plating is extremely difficult due to access and interference problems. Also this results in the loss of ship's capacity in addition to expensive piping modifications.

Summary Of The Invention

The object of this invention is to provide a method and device regarding the installation of double bottoms and double hulls on existing ships. This method and device for constructing an auxiliary hull, exterior to the primary hull, has the capacity to absorb impact energy preventing primary hull puncture, and can be easily retrofited to existing ship hulls. This method involves the use of members and or energy absorbing compression and tension members arranged in a truss-like formation to support the auxiliary hull shell. The auxiliary hull shell can be laminated to weaken interlaminar shear strength and further increase energy absorption during impact and thus prevent auxiliary hull puncture. This method also allows for the void spaces created between the primary and auxiliary hull shells to be filled with material which will, distribute the impact forces to the primary hull over a wider primary hull area, serve to support the auxiliary hull shell under hydrostatic forces, provide lateral support to the truss members and plating, and will minimize the loss of buoyancy forces due to auxiliary hull rupture from impact. Cost saving advantages of this invention are; ease of installation due to truss-like construction which permits the use of easily managed tools, reduced time of installation due to simplified production and labor requirements, and lower cost of materials. Technical advantages of this invention are; reduce hull punctures and loss of buoyancy by the use of energy absorbing and load distributing designs and materials, increased payload by allowing potable water and other nonpollutant tanks between primary and auxiliary hulls, allow for pipe runs outside the primary hull, and maintain or potentially increase payload by adding less weight then additional added buoyancy. An additional, and significant, technical advantage includes the ability to control primary hull stresses in the auxiliary hull by using stress/deflection control devices. A more complete understanding of the invention may be had by review of the figures and description of the preferred embodiment.

Brief Description Of The Drawings

Certain embodiments of the invention are shown, reference being made to the accompanying drawings, in which:

FIG. 1 is a isometric view of the after portion of a tanker ship with a transverse cut line, illustrating the first version of the embodiment.

FIG. 2 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the truss members and the use of different void fill materials.

FIG. 3 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the use of energy absorbing compression truss member assemblies and cast joint devices as the second version of the embodiment.

FIG. 4 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the truss member assemblies configured to provide compressive resistance under probable impact forces.

FIG. 5 is an isometric view of the auxiliary hull shell, illustrating the use of laminated plating and associated butt joint design.

FIG. 6 is an isometric view of a laminated plate assembly and a stress/deflection controlling device which has the capability to relieve loads and allow deflection in the laminated plate assembly. FIG. 7 is an isometric view of a cast joint device with a single appendage, used to attach a member or member assembly to the auxiliary hull shell or to the primary hull.

FIG. 8 is an isometric view of a cast joint device with two appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.

FIG. 9 is an isometric view of a cast joint device with three appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.

FIG. 10 is an isometric view of a cast joint device with four appendages, used to attach members or member assemblies to the auxiliary hull ≤hell or to the primary hull.

FIG. 11 is an isometric view of a cast joint device with five appendages, used to attach members or member assemblies to the auxiliary hull shell or to the primary hull.

FIG. 12 is an isometric view of a truss member assembly, illustrating the use of energy absorbing tension truss member assemblies.

FIG. 13 is an isometric view of a space truss assembly, illustrating the support of the auxiliary hull shell.

FIG. 14 is an isometric view of the auxiliary hull shell illustrating the use of laminated plating with the interior plate shaped for additional strength..

FIG. 15 is an isometric view of a transition piece for the stress/deflection controlling device.

FIG. 16 is an isometric view of the construction support assembly. FIG. 17 is an elevation view of the details for the construction support assembly.

FIG. 18 is an isometric view of a portion of a compression truss member assembly capable of supporting load after initial failure.

FIG. 19 is an isometric view of a portion of two laminated shell assemblies illustrating a method of joining, using tongue and groove interfaces.

FIG. 20 is an isometric view of a portion of a laminated plate assembly illustrating the use of bar support for laminated plate assembly stiffening.

FIG. 21 is a isometric view of a portion of a tanker ship, illustrating the third version of the embodiment.

FIG. 22 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the steel truss member assemblies and the construction support assembly.

FIG. 23 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the steel truss member assemblies and the construction support assembly.

FIG. 24 is a perspective view of a drydock, auxiliary hull and tanker ship, illustrating the drydocking method of the invention.

FIG. 25 is an elevation view of the truss structure oriented in the ships transverse direction, illustrating the use of gussets and plate as a means for attaching the truss members to the primary and auxiliary hull.

FIG. 26 is an elevation view of the truss structure oriented in the ships longitudinal direction, illustrating the use of gussets and plate as a means for attaching the truss members to the primary and auxiliary hull.

FIG. 27 shows elevations of the construction support assembly, illustrating the use of removable support structure allowing for access to the primary hull above the construction support assembly structure.

FIG. 28 is an elevation of truss end connection structure, illustrating the use of welded assemblies for truss connection to the primary hull and auxiliary hull and allowing for easing tolerance requirements in truss structure.

FIG. 29 is an elevation of truss end connection structure, illustrating the method of adjusting for better welding clearances and assembly ease.

Description Of The Preferred Embodiment

The accompanying FIGS. 1 through 29 show the preferred embodiment of the invention which is a method and device for constructing an auxiliary hull exterior to the primary hull of a ship, which has the capacity to absorb impact energy and prevent primary hull puncture.

FIG. 1 is an isometric of the after portion of a tanker ship illustrating the auxiliary hull denoted by the number 1 comprised of an auxiliary hull shell 2 and steel truss members 4, which is attached to the primary hull 3.

FIG. 2 is a typical transverse cross section illustrating the assembly of the auxiliary hull 1. The auxiliary hull shell 2, is a steel plate which is held in place by steel truss members 4, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The auxiliary hull shell 2, is welded to the steel truss members 4, which in turn are welded to the primary hull 3 using socket and gusset type connections 5. Lateral support for the steel truss members 4 may be provided by filling the void between the auxiliary hull shell 2 and primary hull 3, with a energy absorbing rigid polyurethane foam material 6, or a energy absorbing polyurethane ball shaped material 7, or a composition of polyurethane foam/ball material 8. The preferred embodiment is the use of polyurethane foam/ball material 8. This combination makes for a light weight, water tight and easily applied composite material effective in reducing steel truss member 4 size and weight, by laterally restraining the member, which increases buckling strength and the energy absorbed by the member before failure. It is also effective in supporting the auxiliary hull shell 2, of the auxiliary hull 1, under normal hydrostatic loads. The polyurethane foam/ball material 8 is effective in absorbing energy as it resists loads and fails during collisions. Localized loads on the auxiliary hull shell 2 are dispersed within the polyurethane foam/ball material 8 and reach the primary hull 3 over a much larger area eliminating failure of the primary hull 3. The expected ultimate compressive strength of the polyurethane foam/ball material is 400 pounds per square inch. The use of this polyurethane foam/ball material 8 significantly reduces buoyancy loss due to auxiliary hull 1 puncture since the polyurethane foam/ball material 8 is water tight.

FIG. 3 is a typical transverse cross section of the second version of the preferred embodiment illustrating the assembly of the auxiliary hull 1. The laminated plate assembly 9, further illustrated in FIG. 5, is a laminated plate assembly which is held in place by steel energy absorbing compression truss member assemblies 10, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The diagonal compression truss member assemblies 10 have been arranged in opposite directions, as deformations. The diagonal compression truss member assemblies 10 have been arranged in opposite directions, as referenced from the ship's centerline, for maximum energy absorption during a side collision. The laminated plate assembly 9, is welded to the energy absorbing compression truss member assemblies 10, which in turn are welded to the primary hull 3, using cast joint devices 25, 26, 27 or 28, which are further illustrated in FIGS. 7, 8, 9, and 10. Lateral support for the compression truss member assemblies 10, can be provided by filling the void between the laminated plate assembly 9 and primary hull 3, with the described foam material 6, or ball shaped material 7, or a composition of foam/ball material 8. The energy absorbing compression truss member assemblies 10 are comprised of two steel tube elements 14 and 15, which are connected via a male female joint. The sequence of the energy absorbing mechanism is as follows. Initially when impact is made a compressive force is generated in the compression truss member assembly 10. The weld attaching the two steel tube elements 14 and 15 of this member assembly 10 will absorb load until its shear capacity is reached. Failure of the weld will occur allowing the member assembly 10 to shorten as the two elements 14 and 15 are pressed together. Three positive effects for energy absorption are occurring during this phase of the mechanism. First, as the tapered portion of element 14 enters element 15, elastic/plastic circumferential strains begin in both elements absorbing energy as they progress. Second, the two elements wanting to retain their unstrained cross sectional shape impart a large normal pressure upon themselves relative to the outside surface of element 14 and the inside surface of element 15. This pressure multiplied by the interface area, again multiplied by the coefficient of dynamic friction gives the column compressive force required to maintain a constant rate of member shortening at any time. Noting that the interface area continues to increase as the member shortens, the force required to maintain a constant rate of shortening must also increase. This mechanism is very effective in absorbing a large amount of energy. Third, the compressive loads acting on the member assembly 10 are oriented axially relative to the member assembly. The member assembly 10 may then be considered a column under compression and therefore column buckling is of concern. The nature of the energy absorbing mechanism effectively counters column buckling tendencies in two ways; one, the member assembly shortens as the mechanism progresses, and two, the center cross section of the member assembly increases as the two elements mate. Both conditions dramatically increases the stiffness of the member reducing the possibility of buckling.

FIG. 4 is a typical longitudinal cross section of the second preferred embodiment illustrating the auxiliary hull 1 with the truss diagonal compression truss member assemblies 10 arranged in a downward and forward direction from the primary hull 3 for maximum energy absorption during a forward collision. A stress/deflection controlling device 23 is illustrated to show proper arrangement to relieve primary hull bending stresses.

FIG. 5 is an isometric of the laminated plate assembly 9, that is comprised of an exterior plate 16, center plate 17, and interior plate 18 attached by the use of a structural adhesive 19 or a slot weld 20, end tongue piece 21 and end groove piece 22. End tongue piece 21 and end groove piece 22, are used to permit shell welds 43 in joining the laminated plate assemblies 9. This laminated plate assembly 9 acts as a solid plate under operational loads, however interlaminar shear forces under collision will be high enough to fail the plate bonds allowing the plate to belly and thus avoiding plate tearing. The polyurethane foam/ball material 8, as shown in FIG. 3, would then take more of the collision load and distribute it to the primary hull 3 over a large area eliminating localized failures of the primary hull 3. Since by nature structural adhesives are waterproof, and allowable corrosion limits are specified in ship design, the plate thicknesses of the laminated plate assembly 9 can be adjusted such that the exterior plate 16 is equal to or less than the specified limit. This results in the structural adhesive 19 acting as a natural corrosion barrier when the exterior plate 16 has corroded through thus delaying further corrosion.

FIG. 6 is an isometric of a stress/deflection controlling device 23 which provides for deflection control thereby controlling the amount of stress in the laminated plate assembly 9 caused by deflection from bending of the primary hull 3 which is denoted in FIG. 4. The cross section of this stress/deflection controlling devise 23 allows considerable deflection when plane loads in the laminated plate assembly 9 act perpendicular to its long axis. This devise 23, as shown, is an omega shape, however it can be any offset geometric shape, welded between sections of laminated plate assembly 9. The welded connection is formed with a tongue 32 and groove 33. The interior of this devise 23 is filled with a flexible material 24, such as rubber or silicone caulk. This will make for a smooth shell and therefore less resistance as the hull travels through the water.

FIG. 7 is an isometric of a cast joint device 25 comprised of an appendage 30 and base 31 for a single truss member assembly. The appendage 30 matches the inside geometry of the steel tube elements and allows for easy adjustment of truss member assembly length by providing a range of locations suitable for welding along the length of the appendage 30. This appendage 30 can be cast economically in a large number of predetermined angular positions to receive steel tube elements such that a variety of standard cast joint devices can be used in different locations to facilitate fabrication. The base 31 of the cast joint device 25 can be cast in various root geometries to facilitate welding preparation. The device 25 can be welded to the outer side of the primary hull 3 or to the inner side of the auxiliary hull 1 as shown in FIG. 3. In this preferred embodiment five types of cast joint devises are utilized.

FIGS. 8,9,10 and 11 illustrate the different types of cast joint devises 26 through 29 with varying number of connection appendages 30 and base 31 geometries. These cast joint devises welded to the outer side of the primary hull 3, as shown in FIGS. 3 and , at locations having interior ships structure 12 so as to minimize primary hull deformations. The width 11 of the bases 31 of devices 25 through 29 will be based on the thickness of the shell plating to avoid secondary stresses caused by truss member assembly loading. The loads in the truss member assemblies will be transferred to the primary hull structure by way of these cast joint devises.

FIG. 12 is an isometric of a energy absorbing tension truss member assembly 13. This tension truss member assembly 13 shown in a cylindrical shape with a circular cross-section could have substantially any shaped cross-section. As depicted, the steel tube element 80 and steel tube element 81 are connected using two wedges 82 and 83 and a sleeve 84. The two wedges 82 and 83 are formed such that when the inclined faces are mated the resultant outside diameter will substantially match the inside diameter of the two steel tube elements 80 and 81 respectively. The inside diameter of the sleeve 84 substantially matches the outside diameter of the two steel tube elements 80 and 81. Either steel tube element 80 or 81 can be inserted into sleeve 84. Sleeve 84 can be pushed along the steel tube element out of the way of the tube element interface 85. The wedges 82 and 83 can be mated and inserted into the interface end of steel tube element 80.

The thin end of the wedge 83 can be welded to the steel tube element 80. Steel tube element 81 can then be slid onto the two wedges 82 and 83. Connection to the cast joint device

27, and truss member assembly 13 length, can be made by sliding steel tube element 81 onto the wedges 82 and 83 as far as possible, inserting the female end 86 of steel tube element 80 onto the appendage 30 of the cast joint device 27 which is attached to the primary hull 3, rotating the tension truss member assembly 13 so that it is in line with the appendage 30 of the cast joint device 27 which is attached to the auxiliary hull shell 2, then sliding steel tube element

81 onto the appendage 30 of cast joint device 27, adjusting for proper fit and welding steel tube element 81 to wedge 82.

Next, welding steel tube element 80 and 81 to their respective cast joint devices 27, sliding the sleeve 84 over the wedges 82 and 83 and welding to steel tube elements legs

80 and 81. The following is the mechanism allowing for energy absorption under truss member assembly 13 tension loading. Under tension load, one of the sleeve's 84 circumferential welds attached to the steel tube element 80 or 81 will fail. This allows for the two steel tube elements

80 and 81 to begin separating and drawing their respective wedges with them. The wedges 82 and 83 move in opposite directions causing their combined cross-sectional area to increase. This area increase is resisted by the circumferential strength of the steel tube elements 80 and 81 and sleeve 84. Additionally, since the steel tube elements 80 and 81 and sleeve 84 have a certain amount of elasticity, a pressure is imparted at the interface of the wedges 82 and 83, and steel tube elements 80 and 81. There is a frictional force resistive to relative movement as this mechanism progresses. The frictional forces are dependant on the intensity of the pressure and the associated area of the pressure. A substantial amount of energy is absorbed with this mechanism.

FIG. 13 is an isometric of a space truss assembly 50 which is utilized where larger distances are needed between primary hull 3 and auxiliary hull shell 2 or if additional support of the auxiliary hull shell 2 is required. The outer member assembly 55 of the space truss assembly 50 may have energy absorbing compression properties similar to that of the compression truss member assembly 10 in FIG. 3 or energy absorbing tension properties similar to that of the tension truss member assembly 13 in FIG. 12. Intermediate diagonal member 58 provides structural support for the space truss assembly 50. Intermediate horizontal member 59 provides lateral support for outer member assembly 55. As drawn and described in this embodiment the space truss assembly 50 has nine base points attached to the auxiliary hull shell 2 and one top poiht attached to the primary hull 3. This design as compared to a planer truss structure illustrated in FIG. 2, FIG. 3 and FIG. 4, provides greater support and reduces panel size to one quarter the area for the auxiliary hull shell 2.

FIG. 14 is an isometric of an alternate form of the laminated plate assembly 9, shown in EIG. 5, where a shaped interior plate 34 is used to provide additional stiffness to resist bending of the shaped laminated plate assembly 41. The lower surface 35 of this shaped interior plate 34 has been contoured to facilitate bonding with center plate 17 using a structural adhesive 19 or a slot weld 20. End tongue piece 36 and end groove piece 37 are similar to 21 and 22 of FIG. 5, except for a raised top interface surface 38 and 39 to facilitate welding of the shaped interior plate 34.

FIG. 15 is an isometric of a transition stress/ deflection controlling device 40. The cross section 42 is a geometric shape which has been tapered to allow for transition between the auxiliary hull shell 2 and the primary hull 3. The cross section 44 is flatten to avoid any secondary or excessive stresses from -the deflection of the device 40.

FIG. 16 is an isometric of the construction support assembly 60. This construction support assembly 60 allows for the maximum pre-arrival construction of the auxiliary hull 1. Said assembly 60 allows for easily deformable support points for load distribution, and allows the ship to be dry-docked over and onto its new auxiliary hull 1. Compression' truss member assemblies 10, as shown in FIG. 3, and tension truss member assemblies 13, as shown in FIG. 12, because of the length adjustment nature of their construction, to allow for docking clearance and ease of installation due to primary hull and auxiliary hull irregularities, can be recessed before final positioning and welding.

FIG. 17 is a cross section of the construction support assembly 60. The upper yoke assembly 61 is a weldment which provides a slot 71 to allow movement for proper load distribution of the block loads, along the primary hull 3, during dry-docking and serve as a guide to maintain alignment with the lower plating 69. Block material 70 is an easily deformable material such as wood which will permit easy redistribution of docking loads similar to conventional docking blocks. The top plate 62 of the upper yoke assembly 61 distributes loads and can be easily welded to the primary hull 3. Side plates 63 are positioned to form a slot 71. The lower surfaces 65 of the side plates 63 have been trimmed to provide clearance for welds 72 after docking, with the lower support plate 73 of the upper yoke assembly 61. Once docked the upper yoke assembly 61 can be welded to the lower plating 69 to permit the construction support assembly 60 to act as a permanent load carrying member. Side chocks 64 connect the top plate 62 to the lower support plate 73 and act to transfer load during docking. Support shelf 67 provides support for the block material 70. The lower side chocks 68 provide structural support for both the support shelf 67 and the lower plating 69. The construction support assembly 60, because of the extra support provided by the support shelf 67 and lower support plate 73, will act as a energy absorbing member during a collision. Once welded in place the construction support assembly 60 will allow for conventional dry-docking on the new auxiliary hull 1, by transferring loads directly to ships primary docking structures.

FIG. 18 is an isometric of a compression truss member assembly 92 formed by a steel tube element 90 and a steel tube element 91 which are connected to an intermediate guide 93 using upper weld 96 and lower attachment weld 95. Intermediate guide 93 is of smaller cross-section which will fit into steel tube elements 90 and 91. Failure of the lower attachment weld 95, due to compressive axial loads, will cause the compression truss member assembly 92 to shorten in length until the steel tube element 90 mates and is supported by the new interface formed by the upper weld 96 and the failed lower attachment weld 95. This new truss member assembly configuration, because of its reduced length will support increased load and will increase the impact energy absorbing capacity of the compression truss member assembly 92.

FIG. 19 is an isometric of two laminated plate assemblies 9, illustrating the joining of these assemblies using a tongue 45 and groove 46 design. The tongue 45 and groove 46 can be formed by interior plate 18, center plate 17, and exterior plate 16, of similar dimensions, sandwiching them together and shifting the center plate 17 on a diagonal.

In this configuration the three plates can be joined together forming two tongues 45 on adjacent edges and two grooves 46 on the other edges. Joining of these laminated plate assemblies 9, is accomplished by a butt weld 47 between interior plates 18 of adjacent laminated plate assemblies 9, and exterior plates 16 of adjacent laminated plate assemblies

9. This eliminates the need to cut plates to form the tongues 45 and grooves 46.

FIG. 20 is an isometric of the laminated plate assembly 9, were an intermediate bar support 99 has been formed by bent steel bars which have a welding flat 97. The ends of the intermediate bar support 99 are welded to a bar flange 98. The combination of the laminated plate assembly 9, the intermediate bar support 99 and the bar flange 98, form a stiffened laminated plate assembly 100 which uses truss-like behavior to provide additional stiffness to resist bending of the laminated plate assembly 9.

FIG. 21 is an isometric of a portion of a tanker ship 105, illustrating the third version of the preferred embodiment an auxiliary hull 101, comprised of; an auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103, auxiliary hull shell stringers 106, box girder 107, construction support assemblies 60, and steel truss member assemblies 104 which are comprised of upper and lower steel tube elements 114 and 115, which is attached to the primary hull 3. The box girder 107 is used to provide; additional ship's strength, additional buoyancy in event of a breach of the lower portion of the auxiliary hull 101, additional space for equipment, and reduction of the free surface effect of the ballast. The construction support assemblies 60 is located directly over the conventional docking blocks 111 and allows for the maximum pre-arrival construction of the auxiliary hull 101, and also allows the ship to be dry-docked over and onto its new auxiliary hull 101, and is identical in function and similar in detail to the construction support assembly 60 described in FIGS. 16 and 17.

FIG. 22 is a typical transverse cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101. The auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103, and is connected to steel truss member assemblies 104, which are joined to the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The steel truss member assemblies 104, are connected to the primary hull 3 and to the transverse beams 103 on the auxiliary hull shell plating 88, using gusset plates 109. The steel truss members 112 are additionally connected to the construction support assembly 60 which is located directly above the conventional docking blocks 111. The steel truss member assemblies 104 and steel truss members 112 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld

110.

FIG. 23 is a typical longitudinal cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101. The auxiliary hull shell

2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103 and is held in place by steel truss member assemblies 104, which are supported by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The steel truss member assemblies 104, are connected to the primary hull 3 and to the transverse beams

103 on the auxiliary hull shell plating 88, using gusset plates 109. Additionally the steel truss member assemblies

104 are connected to the construction support assembly 60 which is located at the specific intersections of transverse beams 103 and longitudinal beams 102 and directly above the conventional docking blocks 111. The steel truss member assemblies 104 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.

FIG. 24 is a perspective of a drydock 113 in which the auxiliary hull 101 is supported by conventional docking blocks 111 and a tanker ship 105 is being floated over and onto its new auxiliary hull 101. Construction support assemblies 60 are used to support the .tanker ship 105 and to transfer the loads to the conventional- docking blocks 111.

The steel truss member assemblies 104 comprised of upper and lower steel tube elements as shown in FIG. 21, have the upper steel tube element 114 retracted into the lower steel tube element 115 to permit for tanker ship 105 maneuvering during drydocking over and onto its new auxiliary hull 101. After drydocking is completed the upper steel tube elements 114 are extended and assembly of the auxiliary hull 101 is accomplished in accordance with FIGS. 21, 22 and 23. After drydocking, forward and after fairing sections will be added to fair in the auxiliary hull 101 to the primary hull 3.

FIG. 25 is an alternate form of a typical transverse cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull

101. The auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102, transverse beams 103 shown as plate, and is connected to steel truss member assemblies 104, which are joined to the primary hull

3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The steel truss member assemblies 104, are connected to the primary hull 3 using gusset plates 109 and to the transverse beams 103 on the auxiliary hull shell plating 88. The steel truss members 112 are additionally connected to the construction support 2k assembly 60 which is located directly above the conventional docking blocks 111. The steel truss member assemblies 104 and steel truss members 112 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.

FIG. 26 is an alternate form of a typical longitudinal cross section of the third version of the preferred embodiment illustrating the assembly of the auxiliary hull 101. The auxiliary hull shell 2 is comprised of; auxiliary hull shell plating 88, longitudinal beams 102 shown as plate, transverse beams 103 and is connected to steel truss member assemblies 104, which are joined to by the primary hull 3, at locations having interior ships structure 12 so as to minimize primary hull deformations. The steel truss member assemblies 104, are connected to the primary hull 3 using gusset plates 109, and to the longitudinal beams 102 on the auxiliary hull shell plating 88. Additionally the steel truss member assemblies 104 are connected to the construction support assembly 60 which is located at the specific intersections of transverse beams 103 and longitudinal beams 102 and directly above the conventional docking blocks 111. The steel truss member assemblies 104 are filled with a preservative 108, to eliminated corrosion and to add additional capacity to absorb impact energy by increasing the energy needed to compress the steel truss member assembly 104 after failure of the member weld 110.

FIG. 27 illustrates sections of an alternate form of the construction support assembly 60 now denoted as 120. The upper yoke assembly 127 is an assemblage of members comprising a top plate 124 onto which side plates 125 are welded forming a slot 71. The upper yoke assembly 127 is supported by, but not permanently attached to removable support structure 122. The removeable support structure 122 is stiffened by gussets 123. The removable support structure 122 is supported by but not permanently attached to upper block bearing members 121. The upper block bearing members 121 are supported by block material 70 that is deformable and will serve the function of distributing blocking loads during ship drydocking. Support shelf 67 provides support for the block material 70. The lower side chocks 68 and center lower side chocks 128 provide structural support for both the support shelf 67 and the lower bulkhead plating 69 which is attached to the auxiliary hull shell 2. Cenetr lower side chocks 128 are in line with and attached to the transverse beams 103. The deformation during drydocking, of the block material 70 is relatively large as compared to the deformation of the removable support structure 122. To lift the upper yoke assembly 127, to relieve the load in the block material 70 would require a large displacement and produce a large local load in the primary hull 3 and interior ship's structure 12. However, the removable support structure 122, being fabricated of steel does not require a large displacement to relieve this load. Hydraulic jacks 126 can be used to relieve this load in the removable support structure 122. Once relieved of load the removable support structure 122 can be removed. The hydraulic jacks 126 are then relaxed lowering the upper yoke assembly 127 for primary hull 3 access for cleaning and preparation. During this period surrounding construction support assemblies 120 redistribute the drydocking load. After cleaning and preparation of the primary hull 3 the hydraulic jacks 126 are actuated raising the upper yoke assembly 127 and reloading the construction support assembly 120 to allow replacement of the removable support structure 122. Once the removable support structure 122 is in place the hydraulic jacks 126 are relaxed transferring the block loads into the removable support structure 122. The hydraulic jacks 126 are then removed. The construction support assembly 120 is now ready for final assembly welding. This includes attachment of top plate 124 to primary hull 3, and attachment of removable support structure 122 to top plate 124 and upper block bearing member 121. Additionally, the side plates 125 are attached to the lower bulkhead plating 69. Flat bar 129 attaches the upper block bearing member 121 to the support shelf 67 to provide bending stability in the event of block material 70 deterioration.

FIG. 28 illustrates an alternate form of a truss member end connection which is comprised of a center plate 130, which is reinforced by side chocks 131 and is connected to the primary hull 3. The lower base plate 132 is connected to the center plate 130, and side chocks 131 and is wide enough to allow for horizontal misalignment of the steel truss member assembly 104. After proper adjustment of the root opening between the upper face of the truss member assembly

135, connection can be completed using upper member assembly weld 136.

FIG. 29 illustrates the ability of the alternate form of a truss member end connection shown in FIG. 28 to allow for an angular offset error 138 between the lower base plate 132 and the upper face of the truss member assembly 135. Angular offset error 138 can be corrected during the routine installation of the truss member end connection by rotation of part of the steel truss member assembly 104, which has been fabricated with an angular offset 137, until the gap between the truss member and end connection is minimized.

Claims

We claim :

1. A structural auxiliary hull, to provide a boundary in addition to a primary hull, said auxiliary hull comprising: a shell and structural members, wherein said shell is supported by said structural members, arranged in a geometric pattern, wherein the ends of one or more said members meet in proximity of discrete connection points, for load transfer, on the shell of said primary hull, and said shell of said auxiliary hull.

2. A structural auxiliary hull as set forth in claim 1, wherein a portion of said structural members, for ease in fabrication, are comprised of at least two elements.

3. A device as set forth in claim 1, wherein said structural members, for additional structural integrity, are assemblies comprised of at least two elements connected by a restrained engagement wherein said members can support load by deformation of said restrained engagement.

4. A device as set forth in claim 1, wherein said structural members, for energy absorption, are assemblies comprised of at least two elements connected by a restrained engagement wherein said members can support load by forces developed along inclines by deformation of said restrained engagement.

5. A structural auxiliary hull as set forth in claim 1, wherein a portion of said structural members are connected to said primary and said auxiliary hulls using devices with a base for attachment to said auxiliary or said primary hull, and at least one appendage for mating with said structural member to facilitate assembly over a. range of said member lengths.

6. A structural auxiliary hull as set forth in claim 1, wherein a portion of said structural members are comprised of primary members, attached to said primary hull and said auxiliary hull, and horizontal members and intermediate diagonal members, which connect in the proximity of each other along said primary members forming a structural assembly.

7. A structural auxiliary hull as set forth in claim 1, wherein a portion of the volume created between said primary and said auxiliary hulls contains material.

8. A structural auxiliary hull wherein a portion of said auxiliary hull shell is comprised of laminated plate assemblies.

9. A structural auxiliary hull as set forth in claim 8, wherein a portion of said auxiliary huil shell is comprised of said laminated plate assemblies joined together using tongue and groove joints.

10. A structural auxiliary hull as set forth in claim 8, wherein a portion of said auxiliary hull shell is comprised of said laminated plate assemblies joined together along the perimeter of said plate assemblies using tongue and groove pieces.

11. A stress/deflection controlling device, comprised of material formed in an offset geometric shape, to control the amount of deflection and load in an auxiliary hull.

12. A stress/deflection controlling device as set forth in claim 11, wherein the interior of said device is filled with a material.

13. A stress/deflection controlling device as set forth in claim 11, wherein said device is tapered along the length of said device for transition between different hull geometries.

14. A construction support assembly, to transfer loads from dry-docking, comprising; an upper yoke assembly, which is comprised of a lower support plate, an upper support plate, and side plates which form a slot; and a lower support assembly comprised of a vertical plate and a reinforced horizontal plate to support block material.

15. A method of fabricating an auxiliary hull and installing said auxiliary hull onto a vessel comprising the steps of; construct said auxiliary hull, support said auxiliary hull in dry dock, dry-dock vessel with said auxiliary hull in proper orientation and alignment and attach said auxiliary hull to said vessel.

16. A structural auxiliary hull shell as set forth in claim 8, wherein the inner plate is formed in a offset geometric shape and attached to the laminated plate assemblies to increase laminated plate assembly strength.

17. A structural auxiliary hull shell as set forth in claim 8, wherein the plates in the said laminated plate assembly are attached using an adhesive which has the strength to allow the said laminated plate assembly to attain full shell thickness strength under operational loads, but will fail under high impact loads and allow for additional plate deflection and load redistribution.

18. A structural auxiliary hull shell as set forth in claim 8, wherein an interface material provides for a corrosion barrier.

19. A structural auxiliary hull shell as set forth in claim 1, wherein the said shell is comprised of shell plating, transverse structural members and longitudinal structural members.

20. A structural auxiliary hull shell as set forth in claim 1, wherein a portion of the number of said structural members are connected to said primary hull and said auxiliary hull shell using gusset plates.

21. A method as set forth in claim 15, wherein structural members for load transfer between primary and auxiliary hulls are retracted to facilitate drydocking of the said vessel into its proper orientation and alignment; said structural members are then extended and structurally attached to said primary hull of said vessel.

22. A vessel with double hull construction as set forth in claim 1.

23. A device as set forth in claim 1, wherein said structural members, are assemblies comprised of at least two elements, connected by a restrained engagement, and filled with material for energy absorption.

24. A construction support assembly as set forth in claim 14, wherein the upper yoke assembly's lower support plate and side plates have been replaced with a removable structural assembly for access to the interface between the construction support assembly and the primary hull.

25. A method as set forth in claim 15, wherein a portion of the construction support structure can be retracted after ship docking to facilitate auxiliary hull installation.

26. A structural auxiliary hull as set forth in claim 19, wherein a portion of said structural members as set forth in claim 2, are joined to the primary hull using a slotted upper element and gusset plate connection, and are joined to the auxiliary hull transverse and longitudinal plate members using a slotted lower element.

27. A structural auxiliary hull as set forth in claim 26, wherein a portion of said structural members as set forth in claim 2 , are joined to the primary hull using a device comprised of a center plate supported by side chocks, supporting a lower base plate to allow for member welding and position adjustment.

28. A structural member as set forth in claim 1, wherein top of said member is cut at an angle to allow for root opening adjustment.