Major gaps in China's shipbuilding technology and countermeasures

Since 2010, China's shipbuilding completion volume, new orders and hand-held orders have ranked first in the world for three consecutive years. China's shipbuilding industry has risen rapidly and its technical level has been greatly improved. However, compared with the world's advanced shipbuilding countries, there is still a big gap. Shipbuilding is a labor, technology, information and capital-intensive industry. In today's global market integration, shipbuilding companies in various countries have launched a full-scale competition in the areas of technology, performance, quality and service. Although China's shipbuilding industry is leading in terms of “quantity”, how to take countermeasures from “quantitative change” to “quality change” and to deal with major gaps in foreign shipbuilding technology, it is worthwhile to study from a shipbuilding power to a shipbuilding power.

Major gap

Insufficient design and development

Since the reform and opening up, China has introduced more than 100 ship and marine equipment design and manufacturing technologies. However, most shipbuilding companies have not paid attention to the digestion and absorption of imported technologies and independent innovation. China's ship design and development capabilities are still insufficient.

The design technology is backward. Most of the ship design software relies on foreign introduction. The intellectual property rights of shipbuilding core technology belong to foreign shipbuilding powers; the self-designed ships often use high steel volume and low economic indicators, and the production design deepening is about 50%~60% of the developed countries. The error rate is much higher than that of developed countries. Among the ships built, there are not many independent development products. The original design of most ships comes from abroad, especially in high-tech ships, and has not yet got rid of the passive situation of relying on ship owners or foreign design institutes.

Ship development is weak. Due to the lack of core technology and the lack of technological innovation capacity building, many shipbuilding enterprises' technical strengths are mainly to cope with production tasks. They are in a passive situation of “first contract design, design and construction” and “material processing”, with few technologies. Reserve and technology development. The inland river standard ship type has been developed, mainly considering the ship lock pass rate, and the water depth utilization rate of the channel, the port shoreline utilization rate and the ship's cargo load are considered less, and the shipowner's shipbuilding enthusiasm is not high.

The self-design is shrinking. It is able to independently design and develop 6 of the 16 categories of international ships, and 8 of them can be built but can only be purchased. Some civil construction shipbuilding enterprises do not have a design and development department at all. They rely on the design drawings of others to build ships, and the market adaptability is even worse.

Weak precision control technology

At present, Japan and South Korea shipbuilding enterprises have almost reached 100% of the section without the balance on the ship's platform. Except for the mast section, all segmentation accuracy control success rate is 80%~95%, and the large closing gap is basically controlled at 5±3mm, the maximum is 12mm. Compared with advanced shipbuilding countries, China has a certain gap in precision control technology. Some shipbuilding enterprises have a large gap of up to 20~50mm. Experts have evaluated that Chinese shipbuilding companies are lagging behind Japanese and Korean shipbuilding companies for more than 10 years in terms of precision shipbuilding and comprehensive management.

In terms of shipbuilding mode, the overall level of China's shipbuilding industry is roughly at the level of foreign countries in the mid-1990s, from the traditional "segmented manufacturing" to the "divisional construction" transition period, and Japanese and Korean shipbuilding enterprises are already in the shell and smear integration. The "integrated manufacturing" phase. In terms of steel utilization rate, the utilization rate of raw materials by shipbuilding companies such as Japan and South Korea exceeds 90%, and that of China is 85% to 88%. In terms of regional painting technology, the Chinese ship painting time consumption rate is 0.85h/m2, Japan is 0.25h/m2, and the paint material consumption is 1.24 times that of Japan. In terms of regional armoring technology, the pre-dressing rate of Japan and South Korea has reached 95%, and China has only 70%.

Shipbuilding production efficiency is low

The production efficiency of China's shipbuilding industry is much lower than that of developed countries. According to some data, the production efficiency of the shipbuilding industry is about 1/7~1/10 of that of developed countries. If the per capita output value or per capita output is compared, it is only 1/20 or lower of the developed countries. According to research data, the current shipbuilding level of nine large shipbuilding companies is about 14 years away from foreign countries. On the per capita annual shipbuilding tonnage, per capita annual output value and production efficiency, the difference between shipbuilding enterprises and foreign advanced shipbuilding enterprises is 5-7 times. According to estimates, if Japan's production efficiency is 1, South Korea is 2/3, and China is only 1/7~1/5. China has not tracked the recoating during the segmental construction process. The secondary descaling rate of the segmentation is 60%~80%, even 100%, and the paint consumption coefficient is 1.9~2.0. The Japanese and Korean shipbuilding enterprises generally adopt the mechanized steel plate pretreatment and the tracking and replenishing method in the segmentation manufacturing process. The segmentation secondary de-embedding area is below 20%, and the paint consumption coefficient is only 1.2~1.5. The massive waste, repeated construction and rework of Chinese shipbuilding companies have resulted in a work-time waste of 55%, and the actual working hours are about 8-10 times that of Japanese shipbuilding companies.

Lack of information integration technology

In the mid-1990s, large Japanese shipbuilding companies made significant progress in promoting the practical application of computer integrated manufacturing technology, saving labor by 50% and shortening the construction period by 20%. The Korean shipbuilding industry uses the TRIBON system to reduce the design cycle by 25% and the construction cycle by 10%. China's shipbuilding industry has implemented the 3C project of CASIS, CADIS and CMI-S since the early 1980s, laying a technical and ideological foundation for the Chinese shipbuilding industry in information construction. However, due to the limitations of conditions and development limitations, China's information integration technology has the following problems.

Lack of standard systems. The lack of technology, management and work standards system has caused the limitations of practical standards formulated by various shipbuilding enterprises and affected the construction and development of enterprise information.

Design and production are out of touch. The disconnection between design institutes and shipbuilding companies and the influence of traditional habits have resulted in many duplication of labor and errors. Parallel coordination (between design institutes and shipbuilding enterprises, internal production departments of shipbuilding enterprises) is not smooth enough, and production efficiency and product quality are Not on the situation.

Code and interface standards are not uniform. The inconsistent code makes it difficult to share resources in the informatization construction within the industry, between enterprises and within the enterprise. The interface standards are not unified, so that the information data is repeatedly input, the data error rate is increased, the utilization of information resources is reduced, and resource waste and information "islands" appear.

The research and application of simulation technology is not deep enough. It is difficult to aggregate two-dimensional information scattered on a large number of design drawings into a three-dimensional image system; it is impossible to realize design information verification using a computer, develop high-precision products, and automatically expand from components to automatic output of parameters for hull material cutting. Smooth information integration; unable to meet the requirements for integration and simplification of ship structure, piping, armoring, power layout, virtual simulation, production planning, equipment procurement.

Low awareness of supporting equipment

For a long time, China's R&D investment in the field of marine equipment is seriously insufficient, and the overall technical level of the ship supporting industry is seriously lagging behind; most of the core components of the ship need to rely on foreign import solutions; some of the production capacity is authorized license production, the output can not meet the demand; Some of the marine equipment products have a low brand awareness and cannot enjoy maintenance and other ancillary services around the world, so they are not recognized by international shipowners and can only be used for coastal small vessels and inland vessels. According to statistics, the localization rate of supporting equipment in China's shipbuilding industry is less than 40% on average. Among them, the localization rate of diesel engines for 10,000-ton ships is less than 20%; the localization rate of important electronic systems is less than 17%. The localization rate of supporting equipment in the Japanese shipbuilding industry is 98%~100%, and South Korea is over 90%.

At present, new international maritime regulations are frequently introduced, and product upgrading is imminent. Internationally, environmentally friendly, energy-saving and emission-reducing, safe, reliable, intelligent and integrated ships and offshore supporting products are constantly appearing, and the speed of replacement and replacement is obviously accelerated. Technology puts higher demands on it. Many shipbuilding enterprises in China are basically “assembly plants”. The independent research and development capabilities of the ship supporting industry are weak, and the key equipment and systems of ships have long relied on the introduction. While Japan, South Korea and the European Union have stepped up their efforts in technology research and development, they have strengthened the technical blockade of China and adopted a low-price competition strategy for occupying the ship supporting market, which has brought severe challenges to the disadvantaged Chinese shipbuilding industry.

Production management is backward

Most of China's shipbuilding enterprises basically follow the traditional management model under the planned economic system. They do not transform from the fundamental issues of management concepts, organizational models and business processes in management informationization, but only adopt information under the original management methods. Technical means. Advanced shipbuilding technology requires the basic design of the ship, the hull structure design, the armored engineering design, the comprehensive layout design of the whole ship and the area, the shared database of the three-dimensional model and the production information of each workshop are computerized to achieve the manufacturing process. Standardized and modular, automated and semi-automatic welding technology covers almost all welding operations. Chinese shipbuilding companies lag far behind the development requirements of the modern shipbuilding industry in terms of production management, material demand and supply management, resource planning and production cost control.

Responses

Increase design and development innovation

Shipbuilding companies can quickly acquire advanced technologies in the fields of offshore equipment, high-tech ships and ancillary equipment through investment and mergers and acquisitions of large-scale shipbuilding companies and ship design institutes in Europe, America, Japan and Korea. Ship development should serve the actual needs of ship owners and shipbuilding companies, and increase research and development efforts on key common technologies. The relevant competent department of the state shall establish a design qualification management mechanism to “support the superior and eliminate the bad” for the ship research and development institutions. Shipbuilding companies can establish support funds to expand the research and development space of high-end marine products.

Establish industry norm standards

Since the outbreak of the international financial crisis in 2008, China's shipbuilding industry has encountered more than 1,000 foreign trade disputes. In the arbitration of these cases, 95% of Chinese shipbuilding companies lost the case. In addition to London as the main overseas arbitration venue and lack of contract awareness, the most important is the lack of standardized industry standards in China's shipbuilding industry, and Japanese and Korean shipbuilding companies rarely have such troubles, and its practice is worth learning. In 2002, Japan established a think tank organization “Shipbuilding Industry Competition Strategy Conference” aimed at improving the international competitiveness of the Japanese shipbuilding industry. It has more than 30 companies including the Japan Ship Standards Association, the Japan Shipbuilding Industry Association, the Japan Marine Industry Association, and the Japan Marine Organizations Association. The peripheral group is responsible for formulating the competition strategy and ship standards of the Japanese shipbuilding industry, participating in the handling and handling of shipbuilding disputes involving Japan and third countries in international organizations such as the WTO and OECD, and studying the development of the shipbuilding industry in Korea and China. China should establish a shipbuilding industry standard system, including a technical standard system, a management standard system and a work standard system. Uniform code and interface standards should be established, and relevant databases should be established and enriched to share information resources within the shipbuilding industry, between enterprises, and within enterprises. Information integration can automatically change design errors, and automatically extract relevant information to generate bills of materials for subsequent operations. Or manage software applications.

Improve manufacturing levels

Starting from improving shipbuilding efficiency and building core competitiveness of enterprises, Chinese ship supporting enterprises should pay attention to the improvement of shipbuilding equipment level, focus on the needs of the Chinese market, and promote the manufacture of key ship supporting equipment, marine equipment special systems and equipment, and special materials. Industry core competitiveness.

Cultivate a number of self-owned brands of ship supporting equipment with independent intellectual property rights, accelerate the development of the manufacturing level of key equipment and materials for ships, and improve the research techniques of high-end shipbuilding equipment. Encourage the merger and reorganization of ship supporting enterprises, change the industry pattern of “multiple, small and weak” and improve the overall competitiveness of the ship supporting industry.