Types of frames. Frames

What is a "frame"? How to spell this word correctly. Concept and interpretation.

frame Frame (Dutch spanthout, from spant - beam, rib and hout - tree) - the main transverse element of the aircraft's power structure; provides the shape and rigidity of the section and transfers local concentrated loads to the shell or other load-bearing elements. It is usually installed perpendicular to the axis of the aircraft unit or at an angle of action of a concentrated load, and, as a rule, has a shape corresponding to the shape of the shell. They are distinguished between standard (provide contour rigidity) and power (serve for transmitting concentrated loads). Typical frames are divided into reinforcing (the skin is attached only to the stringer) and distributing (the skin is attached to the frame and stringer); are made in the form of a bent rim corresponding to the contour of the shell. Power beams can be wall, shaped, frame, in the form of horseshoe beams, etc.; They are placed along the edges of cutouts in the skin (under doors, hatches, etc.), in places where the wing, landing gear, power plant, empennage are attached, at the ends of cargo compartments, etc. Twin shutters used at the connectors of units are called butt shutters; Sh., installed on part of the length of the shell contour, are called half-frames. The shank pitch is selected based on the calculation of the overall rigidity of the shell. In places where the main units of the power plant, wing, landing gear and tail are docked, the pitch of the pitch may be disrupted (in this case it is determined by the distances between the attachment points of the docked units). The power circuit of the motor is selected from the conditions of its loading and the general layout of the unit. Under the action of large concentrated loads in the plane of the wall, the preferred scheme is a wall wall. If there is a power plant, cargo or passenger cabin in the internal volume of the fuselage, the height of the wall is limited by their dimensions, and the wall can be made in the form of a ring or a horseshoe, which usually work , to bend. In pressurized cabins of high-life passenger aircraft, the shell ensures that the shell maintains its shape and absorbs part of the tensile load from internal excess pressure.

frame- FRAMED, Tsa, m., also assembled. (specialist.). The edge of the hull of a ship, airship or aircraft fuselage, serving... Ozhegov’s Explanatory Dictionary

frame- ribs of the ship's skeleton (see Shipbuilding); on wooden ships they are made of trees, mainly... Encyclopedic Dictionary F.A. Brockhaus and I.A. Efron

frame- (Gol. spanthout, from spant - beam, rib and hout - tree) straight or curved beam ... Great Soviet Encyclopedia

frame- FRAMED, frame, m. (Gol. spanhout) (marine, aviation). Cross beam in the frame of a ship or airship...

Frame in shipbuilding

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See what “Frame” is in other dictionaries:

- (Frame, rib) 1. A transverse rib of a ship’s hull, giving it lateral strength. Sh. is also called the cross section of a ship, for example. they say that such and such a tank is located between such and such frames. 2. Transverse rack fastening... ... Marine Dictionary

- (vocal spangout). The beams, ribs that make up the hull of any ship. Dictionary of foreign words included in the Russian language. Chudinov A.N., 1910. FRAME count spangout. The beams that make up the body of the ship. Explanation of 25,000 foreign words,... ... Dictionary of foreign words of the Russian language- FRAMED, a, male, also assembled. (specialist.). An edge of the hull of a ship, airship or aircraft fuselage that serves as the basis for the skin. Ozhegov's explanatory dictionary. S.I. Ozhegov, N.Yu. Shvedova. 1949 1992 … Ozhegov's Explanatory Dictionary

Male, Marine rib of a ship, girth. Dahl's Explanatory Dictionary. IN AND. Dahl. 1863 1866 … Dahl's Explanatory Dictionary

- (Dutch spanthout, from spant beam, rib and hout tree) the main transverse element of the aircraft’s power structure; provides the shape and rigidity of the section and transfers local concentrated loads to the shell or other load-bearing elements. Usually installed... Encyclopedia of technology

FRAMED- (1) a stiffening rib of the outer skin of the hull of a ship (vessel) or the fuselage of an aircraft, located in the transverse plane. Sh. are distinguished: normal (ordinary), power and sealed. The latter separates the sealed part of the fuselage from... ... Big Polytechnic Encyclopedia

FRAMED- Origin: goal. spanthout, from spant rib and hout wood, a curved transverse beam of a ship's hull that reinforces the outer plating and provides strength and stability to the sides and bottom. On modern sea vessels the Frame is accepted... ... Marine encyclopedic reference book

1.5). At the bow and stern ends of the ship, the keel is connected to the stem and sternpost. Set at the ends of the ship. The totality of the sheets and set is the deck itself.

Based on their location, they are called below-deck, side or bottom and provide rigidity to the outer skin and deck flooring during longitudinal bending. Beams are transverse beams of a deck set, running from side to side. If there are cutouts in the deck, the beams are cut and called half beams. The ship's hull can be divided into separate compartments using transverse and longitudinal watertight bulkheads. The bulwark (Fig. 6) is, as a rule, a metal belt of the side plating.

External skin and side kit

Side beam of the ship's hull. In a ship set, the frame can be one-piece or composite. The frame located halfway along the length is called the midship frame, the rest are “front” or “rear” relative to the midsection. The last rear frame in the set of a wooden ship is called a fascia frame. The idle frame is a stiffening rib of the side plating. At the bow end, the side plating is reinforced with intermediate frames in increments of 1/2 spacing or less, providing additional strength against wave impacts or ice reinforcements.

There are frame, main and intermediate metal frames. The frame frame is a reinforced frame, the tasks of which are to locally strengthen the ship’s hull and connect the longitudinal load-bearing structures. The ordinary rib of the strength component of the ship's plating is called the main frame.

The theoretical drawing is an image of the external outlines of the ship's hull in three mutually perpendicular planes: diametral, midship frame and load waterline. Design width B - the widest part of the hull in the plane of the load waterline, excluding the plating. The ship's hull consists of a frame and outer plating. The outer skin is welded to the frame and is the waterproof shell of the hull. To enhance the longitudinal strength of the hull, the side and deck sets are strengthened by installing side and below-deck stringers along the ship. The deck steel sheets located at the sides are thick and are called deck stringers. Transverse and longitudinal watertight bulkheads dividing the ship's hull into compartments are made of steel sheets, the thickness of which is approximately equal to the thickness of the outer plating sheets. The onboard underwater protection consisted of a number of longitudinal and transverse solid bulkheads running along the sides and forming sealed compartments. On the upper deck of the ship, superstructures and deckhouses are erected, various equipment is installed, and devices are mounted.

1] wooden or metal transverse stiffening element for the hull plating of a ship, aircraft or boiler of an eight-axle tank car. The blank frames are not connected to the floors and beams into the frame, breaking off at the skin. With a longitudinal hull framing system, as a rule, only frame frames are installed, every 3–4 spacing. For the main and intermediate frames, rolled profiles are used - strip-bulb, angle, while frame frames usually have a T-profile.

The bottom consists of the skin and the beams that support it. The set of main bulkheads is made from beams of strip-bulb or welded T-section. The main transverse bulkheads are usually located from side to side, and in height from the bottom to the upper deck. Waterproof doors; installed on watertight bulkheads, walls of superstructures and deckhouses, shafts of engine and boiler rooms.

Stringers are the main elements involved in covering the body or fuselage of an aircraft.

Ship design

Theoretical frames are the cross sections of the theoretical surface of the ship's hull (theoretical drawing). As a rule, 21 sections (0 - 20 sp.) are made in the drawing at equal distances (theoretical spacing), while the zero frame coincides with the bow perpendicular, and the twentieth with the stern.

2 – the superstructure of the vessel in the bow, reaching the stem. The transom is a flat section of the stern of ships, boats and dinghies.

The futox frame consists of two parts: the flortimber and the futox itself. The number of transverse power beams depends on the displacement of the ship and its draft.

A ship is the same as a vessel. The word "ship" is used mainly in relation to warships.

To reduce the weight of the fuselage structure, it is always desirable to reduce the number of reinforced frames by placing attachment points for several units on one frame.

With the development of mechanical engineering, the term began to be used in the field of aircraft construction, where it refers to a stiffener for the fuselage of an aircraft.

Frames, in all areas of application of this term, are intended to impart the necessary rigidity to the structure and fasten the longitudinal elements of the hull strength set.

What kind of dug’ak weather is yours, G’ostovskaya,” he said, and Rostov noticed tears in Denisov’s eyes. They stood in bivouacs. Denisov and Rostov lived in a dugout dug for them by the soldiers, covered with branches and turf.

Ship set design

Bottom set on ships without a double bottom (Fig. 49). The bottom design without a double bottom is used on small transport vessels, as well as on auxiliary and fishing fleet vessels. The cross braces in this case are floras - steel sheets, the lower edge of which is welded to the bottom plating, and a steel strip is welded to the upper edge. The floras go from side to side, where they are connected to the frames by the zygomatic brackets.

The longitudinal connections of the bottom frame on ships without a double bottom are bar and vertical keels, as well as bottom stringers.

The bar keel is a steel beam of rectangular cross-section, which is connected by welding to the vertical keel, and to the bottom plating - either by welding or rivets. Another type of timber keel is three steel strips, one of which (the middle one) has a significantly larger width and is a vertical keel.

The vertical keel is made of a steel sheet placed on edge and running continuously along the entire length of the vessel. The lower edge of the vertical keel is connected to the timber keel, and a strip is welded along its upper edge.

Bottom stringers are also made from steel sheets, but unlike the vertical keel, these sheets are cut at each floor. The bottom edge of the sheets of bottom stringers is connected to the bottom plating, and a steel strip is welded along their top edge.

Bottom set on ships with a double bottom (Fig. 50). All dry cargo ships with a length of more than 61 m have a double bottom, which is formed between the bottom plating and the steel flooring of the second bottom, which is placed on top of the bottom frame. The height of the double bottom is at least 0.7 m, and on large ships 1 -1.2 m. This height allows for work to be carried out on the double bottom during the construction of the vessel, as well as when cleaning and painting the double bottom compartments during operation.

The cross braces of the bottom frame on ships with a double bottom are floras, which come in three types: solid, waterproof and open (lightweight braces).

A solid floor consists of a steel sheet placed on an edge. The lower edge of the floor is connected to the bottom lining, and the upper edge is connected to the second bottom flooring. In the solid flora there are large oval openings - manholes, which provide communication between the individual cells of the double bottom. In addition to large cutouts, several small cutouts are made in the sheet of solid flora near the bottom lining and at the flooring of the second bottom - dovetails for the passage of water and air.

Waterproof flor is structurally no different from solid flor, but it does not have any cutouts.

The bracket (open) fleet has a solid sheet, and consists of two beams of profile steel, the lower one, which runs along the bottom plating, and the upper one, which goes under the flooring of the second bottom. The upper and lower beams are connected to each other by rectangular pieces of sheet steel - brackets.

Rice. 49. Bottom set on ships without a double bottom: 1- timber keel; 2- vertical keel; 3- horizontal strip of vertical keel; 4- flor; 5- top stripe flora; 6- sheet of bottom stringer; 7- strip of bottom stringer; 8- knitsa; 9- frame

The longitudinal connections of the bottom frame on ships with a double bottom are the vertical keel, outer double-bottom plates and bottom stringers.

A vertical keel is a sheet placed on an edge and running in the center plane continuously along the entire length of the vessel. It is waterproof and divides the double bottom into sections on the left and right sides. Instead of a vertical keel, a tunnel keel can be installed, which consists of two sheets running parallel to the center plane at a distance of 1 -1.5 m from each other.

On the sides, the double-bottom space is limited by double-bottom sheets (chine stringers), running continuously along the entire length of the double bottom and without any cutouts. The bottom edge of the double-bottom sheet is connected to the outer skin, and the top edge is connected to the second bottom flooring. The outermost double-bottom sheets are usually installed obliquely, as a result of which bilges are formed in the hold along the sides, in which bilge water collects.

Bottom stringers are vertical sheets installed on either side of the vertical keel. They are cut on each solid floor, and for the passage of the lower and upper beams of the bracket floor, cutouts of appropriate sizes are made in the stringer sheet.

Rice. 50. Bottom set on ships with a double bottom: 1- second bottom flooring; 2- waterproof floor, 3- bracket (open) floor; 4- solid flor; 5-vertical keel; 6-bottom stringer; 7- outermost muzzle leaf (zygomatic stringer)

On-board set (Fig. 51). The cross braces of the side set are frames. There are ordinary and frame frames. Ordinary frames are made of profile steel (unequal flange angle, angle bulb, channel and strip bulb). The frame frame is a narrow steel sheet. This sheet is welded to the side skin, and a steel strip is welded along its free edge.

Frame frames have increased strength and therefore they are installed, alternating with ordinary ones, on ice-going vessels. But installing frame frames is not always advisable, as they clutter the room. Therefore, on ships that do not have ice reinforcements, frame frames are installed only in the engine room, and in the bow hold, where increased strength is required, ordinary frames with an increased profile are installed - reinforced or intermediate frames.

The lower end of the frame is attached to the outermost double-bottom sheet with a zygomatic bracket, which is welded with one edge to the outer skin, and the other to the double-bottom sheet. The flange is bent along the free edge of the zygomatic book.
The longitudinal connections of the side set are the side stringers. They consist of a steel sheet, along the free edge of which a steel strip is welded. The other edge of the side stringer sheet is attached to the side skin. To allow the passage of the frames, cutouts are made in the stringer sheet. On frame frames and transverse bulkheads, the side stringers are cut.
Below-deck set (Fig. 52). The cross braces of the under-deck set are beams, which run continuously from one side to the other, where they are connected to the frames by beam brackets. In those places where there are large cutouts in the deck (cargo hatches, machine-boiler shafts, etc.), the beams are cut and they go from the side to the cutout. Cut beams are called half beams. The half-beams at the side are connected to the frames, and at the cutout - to the longitudinal coaming of the hatch or shaft.

Rice. 51. Side set: 1-frame frame; 2-ordinary frames, 3-side stringer; 4- outer skin; 5-diamond overlay

Beams and half-beams are made of profile steel (unequal angles, channels, angle bulbs, strip bulbs). At the ends of cargo hatches, as well as at the locations of deck mechanisms, frame beams are sometimes installed, which are a T-beam consisting of a steel sheet, along the free edge of which a steel strip is welded.
To reduce the span of the beams, longitudinal under-deck beams are installed - carlings, which create additional supports for the beams. The number of carlings depends on the width of the vessel and usually does not exceed three.
Carlings have the same design as the side stringer. It also consists of a steel sheet, which is welded at one edge to the deck deck, and a steel strip is welded to its free edge. To allow the beams to pass through, cutouts are made in the frame sheet.
Intermediate supports for carlings are pillars - vertical tubular posts. The upper end of the pillar is connected to the carlings, and the lower end rests on the flooring of the lower deck or second bottom. To ensure that the pillers clutter up the hold less, they are installed only in the corners of the cargo hatch. On new hulls, pillars are usually not installed; the rigidity of the deck is ensured by the increased strength of the planks.

Rice. 52. Below deck set: 1- deck flooring; 2- beams; 3- carlings 4- pillers; 5-beam booklets; 6- frames 7- side plating

Fig 53 Framing systems: a - longitudinal, b - combined, 1 - frame frame, 2 - brackets, 3 - transverse bulkhead, 4 - bulkhead posts, 5 - outer skin, 6 - longitudinal beams, 7 - frames, 8 - zygomatic brackets , 9-bottom frame (flor), 10-bottom floor, 11-transverse bulkhead

The longitudinal framing system (Fig. 53, a) is characterized by the presence of a large number of longitudinal beams running along the bottom, sides and under the deck. These beams are made of profile steel and are installed at a distance of 750-900 mm from each other. With such a number of beams, it is easy to ensure the overall longitudinal strength of the ship, since, on the one hand, the beams participate in the overall bending of the ship, and on the other hand, they increase the stability of thin sheets of plating and deck flooring.
Transverse strength with such a framing system is ensured by widely spaced frame frames and often placed transverse bulkheads.
Frames running along the sides, bottom (bottom frame frame or floor) and below the deck (frame beams) are installed every 3-4 m. The frame frame is made of steel sheet 500-1000 mm wide. One of its edges is welded to the outer skin, and a steel strip is welded along the other. For the passage of longitudinal beams
cutouts are made in the frame sheet

Transverse bulkheads on ships with a longitudinal system must be installed more often than with a transverse system, since widely spaced frames do not provide sufficient transverse strength of the vessel. Typically, bulkheads are installed at a distance of 10-15 m from each other.

On transverse bulkheads, the longitudinal beams are cut and their ends are attached to the bulkheads with large brackets. Sometimes the longitudinal beams are passed through the bulkheads, and to ensure the tightness of the passage, they are scalded.

The longitudinal bracing system is used only in the middle part of the vessel's length, where the greatest forces arise during general bending. The ends on ships of the longitudinal system are made according to the transverse system, since additional transverse loads may apply here

The longitudinal framing system has the following advantages: it is easier to ensure overall strength compared to the transverse system, which is very important for large ships with a large length and a relatively low side height;
reduction in body weight by 5-7% with the same strength as the transverse system;
a simpler construction technology, since the beams of the longitudinal set are mainly rectilinear in shape and do not require pre-processing.

However, this system has a number of disadvantages:
cluttering the ship's premises with a frame set and a large number of brackets;
limiting the length of holds by frequently installing transverse bulkheads, which complicates cargo operations.

For these reasons, the longitudinal system of recruitment is almost never used on dry cargo ships. But it is widely used on oil tankers, where these shortcomings are not significant. Oil tankers assembled using a longitudinal system have one or two longitudinal bulkheads in the area of ​​cargo tanks, which are also constructed using a longitudinal system.

Combined dialing system (Fig. 53, b). When the ship bends, the longitudinal connections of the deck and bottom will be most stressed. The longitudinal connections of the sides are less stressed. Therefore, it is irrational to install longitudinal beams along the sides, since they have an insignificant effect on the overall strength of the vessel. It is more expedient to have transverse beams along the sides and thus ensure lateral strength.

Based on this academician. Yu. A. Shimansky in 1908 proposed a combined system of framing, in which the bottom and deck are made according to the longitudinal system, and the sides - according to the transverse system. This combination allows the most rational use of the material and relatively easily ensures both longitudinal and transverse strength. The presence of longitudinal beams along the deck and bottom makes it possible to maintain the advantages of the longitudinal system, and the presence of transverse beams of the side eliminates its disadvantages, since in this case the frame set and frequent installation of transverse bulkheads are unnecessary.

Fig. 54 Midship frame of a transverse system vessel 1- floor, 2- vertical keel, 3- bottom stringer, 4- pillars, 5- double-bottom sheet (bilge stringer), b-chine frame, 7- bilge frame, c-side stringer, 9 - beam bracket, 10 - lower deck beams, 11 - tween deck frame, 12 - upper deck beams, 13 - bulwark post, 14 - gunwale, 15 - side hatch coaming

The combined recruitment system is used on both dry cargo and oil tankers. In this case, dry cargo ships are made with a double bottom, assembled according to a longitudinal system. In this case, instead of longitudinal beams made of profile steel along the bottom and under the second bottom flooring, it is allowed to install additional bottom stringers with large cutouts.

Image of a ship's set on ship's drawings. One of the main ship drawings is the midship frame (Fig. 54) - the cross section of the ship. Due to the fact that the design of the set on the same ship may be different in different places, usually not one section is drawn, but several, which makes it possible to give a complete picture of the design of the ship's set.

Rice. 55. Constructive longitudinal section of the body along the center plane

Another design drawing of a ship set is a structural longitudinal section of the hull along the center plane. This drawing usually shows in the form of a diagram all changes in the design of the set along the length of the vessel (Fig. 55).

In addition to these basic drawings of the ship kit, many drawings of individual structural units, etc. are drawn.

:: Frame

Frame in the literal translation of the Dutch language means “wooden rib”, and, despite some inaccuracy of this translation, the ship's frame is really an "edge" of the hull. If we give a technical definition, then the frame is a transverse element of the strength set ship hull (the scope of application of this term is also the construction of aircraft, where it refers to the stiffener of the aircraft fuselage). Frames, in all areas of application of this term, are intended to impart the necessary rigidity to the structure and fasten the longitudinal elements of the hull strength set.

The interval between two adjacent frames of a ship is called spacing.
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Classification of frames

Ship frames can be classified into two large groups: wooden and metal. Among the advantages of the first group, low volumetric weight, ease of processing and low cost should be noted. The second group has greater strength, durability and resistance to stress.

, in turn, are divided into two categories: bent (consisting of solid timber) and futox (consisting of several elements). For the manufacture of bent frames As a rule, tree species that have a natural trunk curvature are used. However, this curvature is often not enough, so they are more widely used futox frames. These frames consist of floortimber and futox.

Flortimbers called the part that is directly adjacent to the keel.
Footoxes they are already attached to the floortimber on each of both sides.

The number of footboxes that make up each frame directly depends on the size and displacement of the vessel. On boats, frames are usually made from a single, forcibly bent piece of wood or plywood.

For a number of reasons, they have a more ramified classification. There are frame, main and intermediate metal frames. The frame frame is a reinforced frame, the tasks of which are to locally strengthen the ship’s hull and connect the longitudinal load-bearing structures. The ordinary rib of the strength component of the ship's plating is called the main frame. It is installed on all spacings.

A special position among ship frames is occupied by midship frame. If you approach it from the constructive side, it is no different from an ordinary real frame. However The midship frame is located strictly in the middle of the length of the perpendiculars of the vessel drawing and that is why it plays a vital role in calculating the coefficient of completeness of the ship’s hull, as well as the value of the ship’s drag. When making drawings, the midsection frame is not included in the general numbering of frames, but is indicated by a special sign. When making drawings the midship frame is often mistakenly mistaken for the hull section plane of the same name.

To summarize, it should be emphasized that the ship’s frames play a critical role in achieving the required values ​​of rigidity of the hull structure, as well as in maintaining the hull shape created in the drawings in various transverse planes.