Cabin non-grounding type supporting system and ship

Abstract

The invention relates to the technical field of ship construction, and discloses a cabin non-grounding type supporting system and a ship. The cabin non-grounding type supporting system comprises a support and an anti-swing composite support. The support and anti-swing composite support is arranged between the side wall of the ship body and the side wall of the cabin opposite to the side wall of the ship body, and the support and anti-swing composite support is connected with the side wall of the ship body and the side wall of the cabin; the ship body first connecting piece, the supporting piece and the cabin first connecting piece are sequentially connected from bottom to top, so that the cabin can be supported in the ship body; the first anti-swing piece extends towards the cabin in the horizontal direction and is connected with the first connecting piece of the ship body, so that the cabin non-bottoming type supporting system can buffer the swing force of the cabin on the ship body; the cabin non-grounding type supporting system is arranged between the two side walls, so that installation and later maintenance of the support can be facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of shipbuilding, and particularly relates to a non-bottom-touching support system for a ship's cabin and a ship. Background Art

[0002] The shipping industry is one of the important sources of global greenhouse gas emissions. Using clean fuels is a key measure to achieve emissions reduction. Using clean fuels can also reduce pollution to the atmospheric environment and marine ecology. With the acceleration of the global energy transition, the supply and use of traditional fossil fuels face more and more restrictions and challenges. Using clean fuels helps the shipping industry get rid of its dependence on traditional fossil fuels and improve the security and sustainability of energy supply. Whether clean fuels are used as ship fuels or for transporting clean fuels, a liquid cargo tank for carrying clean fuels is required. The liquid cargo tank is usually arranged inside the hull. Therefore, support and limiting devices are needed to ensure the stability between the liquid cargo tank and the hull, and thus ensure the stable navigation of the entire ship.

[0003] Currently, there are some support systems. The support system includes a support base, a roll prevention base, and a pitch prevention base. The support base, the roll prevention base, and the pitch prevention base are all arranged below the ship's cabin to support the cabin and transfer the large-amplitude shaking of the cabin to the hull less. However, due to the limited space at the bottom of the cabin, the installation and subsequent maintenance of these supports are extremely inconvenient.

[0004] Therefore, there is an urgent need for a non-bottom-touching support system for a ship's cabin, which can solve the problems of inconvenient installation and subsequent maintenance of the supports. Summary of the Invention

[0005] The purpose of the present invention is to provide a non-bottom-touching support system for a ship's cabin, which can solve the problems of inconvenient installation and subsequent maintenance of the supports.

[0006] With the above concept, the technical solution adopted by the present invention is as follows:

[0007] A non-bottom-touching support system for a ship's cabin, which is used to support a ship's cabin arranged inside the hull, is characterized in that the non-bottom-touching support system for a ship's cabin includes:

[0008] A support and anti-rolling composite support, which is arranged between the side wall of the hull and the side wall of the cabin opposite thereto, and is respectively connected to the side wall of the hull and the side wall of the cabin;

[0009] The support and anti-rolling composite support includes a first hull connecting member, a support member, and a first cabin connecting member that are connected in sequence from bottom to top. The support member extends in the vertical direction and is used to support the cabin inside the hull;

[0010] The support and anti-rolling composite support further includes a first anti-rolling member, which extends horizontally towards the cabin direction, and the first anti-rolling member is connected to the first hull connecting member.

[0011] As an alternative to the non-bottom-touching support system of the cabin, the support and anti-rolling composite bearing is symmetrically arranged with respect to the center line of the hull in the length direction or the width direction of the ship.

[0012] As an alternative to the non-bottom-touching support system of the cabin, the first hull connecting member includes:

[0013] A first web plate, which extends in the vertical direction, is perpendicular to and connected to the side wall of the hull.

[0014] A first top plate, which extends in the horizontal direction, is arranged above the first web plate, is perpendicular to and connected to both the first web plate and the side wall of the hull, and the support member is arranged on the first top plate.

[0015] As an alternative to the non-bottom-touching support system of the cabin, the first hull connecting member further includes:

[0016] A first bottom plate, which extends in the horizontal direction, is arranged below the first web plate, is perpendicular to and connected to both the first web plate and the side wall of the hull.

[0017] And / or, a first support plate, which extends in the vertical direction, is perpendicular to and connected to the side wall of the hull, is connected to the first web plate, and the first web plate and the first support plate are in the same plane.

[0018] As an alternative to the non-bottom-touching support system of the cabin, the first hull connecting member further includes:

[0019] A first reinforcing plate, which extends in the vertical direction, is perpendicular to the first web plate, and is arranged between the first top plate and the first bottom plate.

[0020] And / or, a second reinforcing plate, which is perpendicular to the first support plate, one end of the first support plate is connected to the first bottom plate, and the opposite end is connected to the side wall of the hull.

[0021] As an alternative to the non-bottom-touching support system of the cabin, the first hull connecting member further includes a first panel, which extends in the vertical direction, is perpendicular to the first web plate, is arranged at one end of the first web plate close to the side wall of the cabin, one end of the first anti-rolling member in the horizontal direction is connected to the first panel, and there is a gap between the opposite end of the first anti-rolling member in the horizontal direction and the side wall of the cabin.

[0022] As an alternative to the non-bottom-touching support system of the cabin, the non-bottom-touching support system of the cabin further includes a first limiting member, and the first limiting member is disposed on the circumferential outer side of the first anti-sway member in the vertical direction.

[0023] As an alternative to the non-bottom-touching support system of the cabin, the non-bottom-touching support system of the cabin further includes a second limiting member, and the second limiting member is disposed on the circumferential outer sides in the horizontal direction at both the upper and lower ends of the support member in the vertical direction.

[0024] As an alternative to the non-bottom-touching support system of the cabin, the first connecting member of the cabin includes:

[0025] A second web plate, which extends in the vertical direction, is perpendicular to the cabin side wall and is connected to the cabin side wall;

[0026] A second bottom plate, which extends in the horizontal direction, is disposed below the second web plate, and is perpendicular to both the second web plate and the cabin side wall and is also connected to both the second web plate and the cabin side wall simultaneously.

[0027] As an alternative to the non-bottom-touching support system of the cabin, the first connecting member of the cabin further includes:

[0028] A second support plate, which extends in the vertical direction, is perpendicular to the cabin side wall and is connected to the cabin side wall, and is connected to the second web plate, and the second web plate and the second support plate are in the same plane;

[0029] And / or, a second top plate, which extends in the horizontal direction, is disposed below the second web plate, and is perpendicular to both the second web plate and the cabin side wall and is connected to both the second web plate and the cabin side wall simultaneously;

[0030] And / or, a third reinforcing plate, which extends in the vertical direction, is perpendicular to the second web plate, and is disposed between the second top plate and the second bottom plate;

[0031] And / or, a fourth reinforcing plate, which is perpendicular to the second support plate, and one end of the second support plate is connected to the second top plate and the opposite end is connected to the cabin side wall.

[0032] As an alternative to the non-bottom-touching support system of the cabin, the support system further includes an anti-sway support, which is disposed between the hull side wall and the opposite cabin side wall and is connected to the hull side wall and the cabin side wall, and is used for buffering the swaying force of the cabin on the hull, and the anti-sway support is symmetrically disposed about the center line of the hull in the length direction or the width direction of the ship.

[0033] As an alternative to the non-bottom-touching support system of the cabin, the anti-rolling support includes:

[0034] A second cabin connecting member, one end of which in the horizontal direction is connected to the side wall of the cabin;

[0035] A second anti-rolling member, one end of which in the horizontal direction is connected to the opposite end of the second cabin connecting member in the horizontal direction, and the opposite end of the second anti-rolling member is spaced from the side wall of the hull.

[0036] As an alternative to the non-bottom-touching support system of the cabin, the anti-rolling support further includes a cabin auxiliary connecting member, which is connected to the second cabin connecting member and also connected to the side wall of the cabin, and the cabin auxiliary connecting member is used to support the second cabin connecting member.

[0037] A ship includes a hull, a cabin and a non-bottom-touching support system of the cabin. The cabin is arranged inside the hull, and the non-bottom-touching support system of the cabin is arranged between the cabin and the hull.

[0038] The beneficial effects of the present invention are:

[0039] The present invention provides a non-bottom-touching support system for a cabin. A support and anti-rolling composite support is arranged between the side wall of the hull and the opposite side wall of the cabin, and the support and anti-rolling composite support is connected to the side wall of the hull and the side wall of the cabin. The support and anti-rolling composite support includes a first hull connecting member, a support member and a first cabin connecting member connected in sequence from bottom to top. The support member extends in the vertical direction so that the cabin can be supported inside the hull. The support and anti-rolling composite support further includes a first anti-rolling member, which extends in the horizontal direction towards the cabin, and the first anti-rolling member is connected to the first hull connecting member, so that the non-bottom-touching support system of the cabin can buffer the rocking force of the cabin on the hull. The non-bottom-touching support system of the cabin arranged between the two side walls is convenient for the installation and later maintenance of the support. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is the first schematic structural view of the support and anti-rolling composite support provided by the embodiment of the present invention;

[0041] Figure 2 is the second schematic structural view of the support and anti-rolling composite support provided by the embodiment of the present invention;

[0042] Figure 3 is the third schematic structural view of the support and anti-rolling composite support provided by the embodiment of the present invention;

[0043] Figure 4 is the fourth schematic structural view of the support and anti-rolling composite support provided by the embodiment of the present invention;

[0044] Figure 5 It is the fifth structural schematic diagram of the support and anti-sway composite bearing provided by the embodiment of the present invention;

[0045] Figure 6 It is the sixth structural schematic diagram of the support and anti-sway composite bearing provided by the embodiment of the present invention;

[0046] Figure 7 It is the seventh structural schematic diagram of the support and anti-sway composite bearing provided by the embodiment of the present invention;

[0047] Figure 8 It is the eighth structural schematic diagram of the support and anti-sway composite bearing provided by the embodiment of the present invention;

[0048] Figure 9 It is the first structural schematic diagram of the anti-sway bearing provided by the embodiment of the present invention;

[0049] Figure 10 It is the second structural schematic diagram of the anti-sway bearing provided by the embodiment of the present invention;

[0050] Figure 11 It is the third structural schematic diagram of the anti-sway bearing provided by the embodiment of the present invention;

[0051] Figure 12 It is the fourth structural schematic diagram of the anti-sway bearing provided by the embodiment of the present invention;

[0052] Figure 13 It is the first structural schematic diagram of the ship provided by the embodiment of the present invention.

[0053] In the figure:

[0054] 1. Hull; 11. Hull side wall;

[0055] 2. Cabin; 21. Cabin side wall;

[0056] 3. Non-bottom-touching support system for the cabin; 31. Composite support and anti-sway bearing; 311. First hull connecting member; 3111. First web; 3112. First top plate; 3113. First bottom plate; 3114. First support plate; 3115. First reinforcing plate; 3116. Second reinforcing plate; 3117. First panel; 312. Support member; 313. First cabin connecting member; 3131. Second web; 3132. Second bottom plate; 3133. Second top plate; 3134. Second support plate; 3135. Third reinforcing plate; 3136. Fourth reinforcing plate; 314. First anti-sway member; 315. First limiting member; 316. Second limiting member; 32. Anti-sway bearing; 321. Second cabin connecting member; 3211. Third web; 32111. Relief hole; 3212. Third top plate; 3213. Third bottom plate; 3214. Second panel; 3215. Fifth reinforcing plate; 322. Second anti-sway member; 323. Auxiliary cabin connecting member; 3231. Third support plate; 3232. Sixth reinforcing plate; 324. Third limiting member; 33. Adhesive. Detailed implementation mode

[0057] To make the technical problems solved by the present invention, the technical solutions adopted and the achieved technical effects clearer, the technical solutions of the present invention will be further described below in conjunction with the drawings and through specific implementation modes. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the sake of convenience of description, only parts related to the present invention are shown in the drawings, rather than all of them.

[0058] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0059] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "above and over", and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature has a higher horizontal height than the second feature. The first feature being "below", "below and under", and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or simply indicating that the first feature has a lower horizontal height than the second feature.

[0060] In the description of this embodiment, the terms "upper", "lower", "left", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0061] The technical solution of the present invention is further described below with reference to the accompanying drawings and through specific implementation methods.

[0062] In this embodiment, a ship is provided, which is used in the fields of transportation, marine resource development and marine scientific research to transport goods, transport personnel or conduct offshore engineering operations. In this embodiment, the ship includes a hull 1, a cabin 2 and a cabin non-bottoming support system 3. The cabin 2 is arranged in the hull 1. A cabin non-bottoming support system 3 is arranged between the cabin 2 and the hull 1 to support the cabin 2. The cabin non-bottoming support system 3 can provide stable support for the cabin 2, reduce the impact of the shaking and deformation of the hull 1 on the facilities and goods in the cabin 2, and reduce the possibility of damage to the goods. For ships transporting precision instruments, fragile goods or liquid goods, the transportation quality of the goods can be improved.

[0063] To facilitate the installation and subsequent maintenance of the support, Figure 1As shown, in this embodiment, the non-bottom-touching support system 3 of the cabin includes a support and anti-rolling composite support 31. The support and anti-rolling composite support 31 is arranged between the hull side wall 11 and the cabin side wall 21 opposite thereto. At the same time, the support and anti-rolling composite support 31 is also respectively connected to the hull side wall 11 and the cabin side wall 21. The support and anti-rolling composite support 31 includes a first hull connecting member 311, a support member 312, and a first cabin connecting member 313 connected in sequence from bottom to top. The support member 312 extends in the vertical direction, forming a stable overall structure for the hull 1 and the cabin 2, improving the overall stiffness of the ship, reducing the bending and torsional deformation of the ship during navigation, and helping to ensure the safe navigation of the ship and the stable transportation of goods. The support and anti-rolling composite support 31 further includes a first anti-rolling member 314. The first anti-rolling member 314 extends horizontally towards the cabin 2. The first anti-rolling member 314 is connected to the first hull connecting member 311. When encountering a transverse wave or an oblique wave, the support and anti-rolling composite support 31 can effectively resist the rolling and pitching of the ship, reduce the swaying amplitude of the ship, improve the seakeeping performance of the ship, ensure the safety of the crew and goods, and is also beneficial to the normal operation of the ship equipment. The space between the two side walls is relatively regular, providing a relatively spacious and regular working space for the installation of the support and anti-rolling composite support 31. Installers can conveniently perform measurement, positioning, and installation operations between the two side walls, which is beneficial to ensuring the installation accuracy and position accuracy of the support and anti-rolling composite support 31. When installing the support and anti-rolling composite support 31 between the two side walls, construction workers can also more easily approach the installation position. Whether it is for hoisting, fixing, or connecting the support and anti-rolling composite support 31, there can be a more convenient operation path and force application point.

[0064] Specifically, Figures 1 - 8 As shown, in this embodiment, the first hull connecting member 311 includes a first web 3111 and a first top plate 3112. The first web 3111 extends in the vertical direction. The first web 3111 is perpendicular to the hull side wall 11 and is connected to the hull side wall 11. The first top plate 3112 extends in the horizontal direction. The first top plate 3112 is arranged above the first web 3111. The first top plate 3112 is perpendicular to both the first web 3111 and the hull side wall 11. The first top plate 3112 is also connected to both the first web 3111 and the hull side wall 11. The support member 312 is arranged on the first top plate 3112. The structure composed of the first web 3111 and the first top plate 3112 provides a stable installation foundation for the support member 312, and the support member 312 can transfer the external force acting on it to other structures of the hull 1 through the first top plate 3112 and the first web 3111. The above structure helps to disperse various forces received by the hull 1, reduce local stress concentration, improve the overall anti-deformation ability and load-bearing capacity of the hull 1, and ensure that the ship can withstand various external forces during navigation and maintain the integrity of the structure.

[0065] Preferably, Figures 1 - 8 As shown, in this embodiment, the first hull connecting member 311 further includes a first bottom plate 3113. The first bottom plate 3113 extends in the horizontal direction and is disposed below the first web 3111. The first bottom plate 3113 is perpendicular to both the first web 3111 and the hull side wall 11 and is also connected to both the first web 3111 and the hull side wall 11, improving the stability of the ship in water, helping to maintain the balance of the hull 1, reducing tilting and swaying caused by external forces, and enhancing the navigation safety of the ship. The first bottom plate 3113 is perpendicularly connected to the first web 3111 and the hull side wall 11, forming a stable triangular structure. This structure can effectively disperse and transmit various external forces borne by the hull 1, such as water pressure, wave impact force, and the gravity of the cargo, thereby enhancing the overall structural strength of the ship and reducing the risk of deformation and damage.

[0066] Preferably, as Figures 1 - 8 As shown, in this embodiment, the first hull connecting member 311 further includes a first support plate 3114. The first support plate 3114 extends in the vertical direction, is perpendicular to and connected to the hull side wall 11, and is connected to the first web 3111. The first web 3111 and the first support plate 3114 are in the same plane. The first support plate 3114 can provide additional and stable support for the first web 3111. During the navigation of the ship, when the seawater exerts a huge pressure on the hull side wall 11, the ability of the first web 3111 to bear the pressure alone is limited. The first support plate 3114 is in the same plane as and tightly connected to it, and can evenly disperse the pressure received by the first web 3111, preventing the first web 3111 from being distorted, bent or otherwise deformed due to uneven stress, greatly enhancing the ability of the first web 3111 to resist external forces in the vertical direction, and stabilizing the structural strength of the entire connection area.

[0067] Preferably, as Figures 1 - 8As shown, in this embodiment, the first hull connecting member 311 further includes a first reinforcing plate 3115. The first reinforcing plate 3115 extends in the vertical direction. The first web plate 3111 is perpendicular to the first reinforcing plate 3115. The first reinforcing plate 3115 is disposed between the first top plate 3112 and the first bottom plate 3113. The first reinforcing plate 3115 that extends in the vertical direction and is located between the first top plate 3112 and the first bottom plate 3113 can effectively connect the first top plate 3112 and the first bottom plate 3113, enabling them to better cooperate to bear external forces. When the hull 1 is subjected to external forces such as bending and shearing, the first reinforcing plate 3115 can share part of the stress, reducing the pressure borne by the first top plate 3112 and the first bottom plate 3113 alone, thereby improving the strength and stability of the first hull connecting member 311 and even the ship structure, making the ship more resistant to various external force impacts.

[0068] Optionally, as Figures 1 - 8 shown, in this embodiment, there are two first reinforcing plates 3115. The two first reinforcing plates 3115 are arranged in parallel and spaced apart in the horizontal direction, which can enhance the strength of the entire structure of the first hull connecting member 311. In other embodiments, the number of the first reinforcing plates 3115 can be set to one, three, four, etc., as long as it can improve the strength of the ship structure.

[0069] Preferably, as Figures 1 - 8 shown, in this embodiment, the first hull connecting member 311 further includes a second reinforcing plate 3116. The second reinforcing plate 3116 is perpendicular to the first support plate 3114. One end of the first support plate 3114 is connected to the first bottom plate 3113, and the opposite end is connected to the hull side wall 11. The second reinforcing plate 3116 is perpendicular to the first support plate 3114, which can provide additional support force for the first support plate 3114 in the vertical direction, helping to disperse the load borne by the first support plate 3114, reducing its deformation and stress concentration phenomenon when stressed, thereby enhancing the structural strength and stability of the entire first hull connecting member 311, being able to change the propagation path and distribution of forces in the first hull connecting member 311, avoiding excessive stress in local areas, making the overall force of the first hull connecting member 311 more uniform and reasonable, improving the anti-fatigue performance of the ship structure, and extending the service life of the hull 1.

[0070] Optionally, as Figures 1 - 8As shown, in this embodiment, the number of the second reinforcing plates 3116 is set to three. The three second reinforcing plates 3116 are arranged in parallel and spaced from inside to outside. The second reinforcing plate 3116 arranged on the outermost side is arranged on the outermost side edge of the first support plate. The outermost second reinforcing plate 3116 is located on the outermost side edge of the first support plate 3114, which can provide direct support for the edge of the first support plate 3114, prevent excessive deformation or local buckling of the edge when stressed, and effectively enhance the overall bending and torsional resistance of the first support plate 3114. The three second reinforcing plates 3116 arranged in parallel and spaced form a multi-level reinforcing structure, enabling the force to be transmitted more evenly and effectively between the first support plate 3114, the second reinforcing plates 3116 and other structures connected thereto, reducing the stress concentration phenomenon, and improving the bearing capacity of the first connecting member 311 of the entire hull. In other embodiments, the number of the second reinforcing plates 3116 can be set to one, two, four, etc., as long as it can improve the overall strength of the ship.

[0071] Specifically, as Figures 1 - 8 shown, in this embodiment, the first connecting member 311 of the hull further includes a first panel 3117. The first panel 3117 extends in the vertical direction and is perpendicular to the first web 3111. The first panel 3117 is arranged at one end of the first web 3111 close to the cabin side wall 21. The first panel 3117 is arranged between the first top plate 3112 and the first bottom plate 3113. One end of the first anti-rolling member 314 in the horizontal direction is connected to the first panel 3117, and the other end of the first anti-rolling member 314 in the horizontal direction is spaced from the cabin side wall 21. One end of the first anti-rolling member 314 is connected to the first panel 3117. When the hull 1 sways, the other end of the first anti-rolling member 314 is spaced from the cabin side wall 21. The first anti-rolling member 314 can buffer the force it bears, avoid the stress concentration problem that may occur when directly connected to the cabin side wall 21, make the anti-rolling effect better, and extend the service life of the ship.

[0072] Optionally, in this embodiment, the gap between the first anti-rolling member 314 and the cabin side wall 21 is 2.5 millimeters. In other embodiments, the gap between the first anti-rolling member 314 and the cabin side wall 21 can also be 2 millimeters, 3 millimeters, 3.5 millimeters, 4 millimeters, etc., and will not be elaborated further.

[0073] Preferably, as Figures 1 - 8As shown, in the present embodiment, the cabin non-bottom-contacting support system 3 also includes a first limiter 315, and the first anti-sway member 314 is provided with a first limiter 315 on the circumferential outer side along the vertical direction, which can effectively limit the displacement of the first anti-sway member 314 in the vertical direction, prevent it from excessive shaking or displacement, and ensure that it maintains a stable working position during the navigation of the ship, so that the first anti-sway member 314 can play a better role and enhance the stability of the ship.

[0074] Alternatively, if Figures 1 - 8 As shown, in the present embodiment, the material of the first anti-sway member 314 is wood, and the fiber structure of the wood makes it have good compressive strength in the direction of the grain. When subjected to compressive force, the fibers of the wood can squeeze and support each other, dispersing the force, thereby withstanding greater pressure without significant deformation or damage. This characteristic enables the anti-sway member made of wood to maintain structural integrity and its anti-sway function under the compressive force caused by the ship's bumps; the wood also has a certain toughness and elasticity, and can absorb and buffer part of the energy when the ship shakes, reducing the impact force on the hull 1, thereby achieving a better anti-sway effect. In other embodiments, the first anti-sway member 314 can also be made of rubber material or plastic material, as long as it can buffer the swaying force of the cabin 2 on the hull 1.

[0075] Alternatively, if Figures 1 - 8 As shown, in this embodiment, the second limiter 316 is provided along the circumference of the horizontal direction at the upper and lower ends of the support member 312 along the vertical direction, which can effectively limit the displacement of the hull 1 in the horizontal direction, prevent the hull 1 from excessive lateral or longitudinal movement due to external forces such as wind, waves, and water flow, ensure that the hull 1 maintains a relatively stable position when the ship is sailing or moored, and improve the safety and stability of the ship. In other embodiments, the second limiter 316 can be only provided at the upper end or the lower end of the first support member 312, as long as the support member 312 can be limited.

[0076] Alternatively, if Figures 1 - 8 As shown, in the present embodiment, the support member 312 is made of wood, and the fiber structure of the wood gives it good compressive strength in the direction of the grain. When subjected to compressive force, the fibers of the wood can squeeze and support each other, dispersing the force, thereby withstanding greater pressure without significant deformation or damage. This characteristic enables the support member 312 made of wood to maintain structural integrity under the compressive force caused by the ship's turbulence; the wood also has a certain toughness and elasticity, and can absorb and buffer part of the energy when the ship shakes, reducing the impact force on the hull 1, thereby achieving a better support effect. In other embodiments, the support member 312 can also be made of other materials, as long as it can achieve the goal of stably supporting the cabin 2.

[0077] Specifically, as Figures 1 - 8 shown, in this embodiment, the first connecting member of the cabin 2 includes a second web 3131 and a second bottom plate 3132. The second web 3131 extends in the vertical direction, is perpendicular to the cabin side wall 21 and is connected to the cabin side wall 21. The second bottom plate 3132 extends in the horizontal direction, is disposed under the second web 3131, is perpendicular to both the second web 3131 and the cabin side wall 21, and is also connected to both the second web 3131 and the cabin side wall 21. The support member 312 is disposed on the second bottom plate 3132, so that the structure formed by the second web 3131 and the second bottom plate 3132 provides a stable installation foundation for the support member 312. The support member 312 can transfer the external force acting thereon to other structures of the hull 1 through the second bottom plate 3132 and the second web 3131. The above structure helps to disperse various forces received by the hull 1, reduce local stress concentration, improve the overall anti-deformation ability and load-bearing capacity of the hull 1, and ensure that the ship can withstand various external forces during navigation and maintain the integrity of the structure.

[0078] Preferably, as Figures 1 - 8 shown, in this embodiment, the first connecting member 313 of the cabin further includes a second support plate 3134. The second support plate 3134 extends in the vertical direction, is perpendicular to the cabin side wall 21 and is connected to the cabin side wall 21. The second support plate 3134 is connected to the second web 3131, and the second web 3131 and the second support plate 3134 are in the same plane. The second support plate 3134 provides additional and stable support for the second web 3131 like a solid backing. During the navigation of the ship, when the seawater exerts a huge pressure on the hull side wall 11, the ability of the second web 3131 to bear the pressure alone is limited. The second support plate 3134 is in the same plane as and tightly connected to it, can evenly disperse the pressure received by the second web 3131, prevent the second web 3131 from being distorted, bent or deformed due to uneven stress, and greatly enhance the ability of the second web 3131 to resist external forces in the vertical direction, and stabilize the structural strength of the entire connection area.

[0079] Preferably, as Figures 1 - 8As shown, in this embodiment, the first cabin connecting member 313 further includes a second top plate 3133. The second top plate 3133 extends in the horizontal direction and is disposed below the second web plate 3131. The second bottom plate 3132 is perpendicular to both the second web plate 3131 and the cabin side wall 21, and the second bottom plate 3132 is also connected to both the second web plate 3131 and the cabin side wall 21, improving the stability of the ship in water, helping to maintain the balance of the hull 1, reducing tilting and swaying caused by external forces, and enhancing the navigation safety of the ship. The second top plate 3133 is perpendicularly connected to the second web plate 3131 and the hull side wall 11, forming a stable triangular structure. This structure can effectively disperse and transfer various external forces borne by the hull 1, such as water pressure, wave impact force, and the gravity of the cargo, thereby enhancing the overall structural strength of the ship and reducing the risk of deformation and damage.

[0080] Preferably, as Figures 1 - 8 shown, in this embodiment, the first cabin connecting member 313 further includes a third reinforcing plate 3135. The third reinforcing plate 3135 extends in the vertical direction, and the second web plate 3131 is perpendicular to the third reinforcing plate 3135. The third reinforcing plate 3135 is disposed between the second top plate 3133 and the second bottom plate 3132. The third reinforcing plate 3135 that extends in the vertical direction and is located between the second top plate 3133 and the second bottom plate 3132 can effectively connect the second top plate 3133 and the second bottom plate 3132, enabling them to better cooperate to bear external forces. When the hull 1 is subjected to external forces such as bending and shearing, the third reinforcing plate 3135 can share part of the stress, reducing the pressure borne by the second top plate 3133 and the second bottom plate 3132 alone, thereby enhancing the strength and stability of the entire first cabin connecting member 313 and even the ship structure, making the ship more resistant to various external force impacts.

[0081] Optionally, as Figures 1 - 8 shown, in this embodiment, there are two third reinforcing plates 3135. The two third reinforcing plates 3135 are arranged parallel and spaced apart in the horizontal direction, capable of enhancing the strength of the entire structure of the first cabin connecting member 313. In other embodiments, the number of the third reinforcing plates 3135 can be set to one, three, four, etc., as long as it can improve the strength of the ship structure.

[0082] Preferably, as Figures 1 - 8As shown, in this embodiment, the first connecting member 313 of the cabin further includes a fourth reinforcing plate 3136. The fourth reinforcing plate 3136 is perpendicular to the second support plate 3134. One end of the second support plate 3134 is connected to the second top plate 3133, and the opposite end is connected to the side wall 21 of the cabin. The fourth reinforcing plate 3136 being perpendicular to the second support plate 3134 can provide additional support force for the second support plate 3134 in the vertical direction, which helps to disperse the load borne by the second support plate 3134, reduce its deformation and stress concentration when stressed, thereby enhancing the structural strength and stability of the entire first connecting member 313 of the cabin, being able to change the propagation path and distribution of forces in the first connecting member 313 of the cabin, avoid excessive stress on local areas, make the overall force on the first connecting member 313 of the cabin more uniform and reasonable, improve the anti-fatigue performance of the ship structure, and extend the service life of the hull 1.

[0083] Optionally, as Figures 1 - 8 shown, in this embodiment, there are two fourth reinforcing plates 3136. The two fourth reinforcing plates 3136 are arranged in parallel and are spaced apart from each other from the inside to the outside. The fourth reinforcing plate 3136 arranged on the outermost side is arranged on the outermost side edge of the second support plate. The outermost fourth reinforcing plate 3136 is located on the outermost side edge of the second support plate 3134, which can provide direct support for the edge of the second support plate 3134, prevent excessive deformation or local buckling at the edge when stressed, effectively enhance the overall bending and torsional resistance of the second support plate 3134. The two parallel and spaced fourth reinforcing plates 3136 form a multi-level reinforcement structure, enabling forces to be transmitted more evenly and effectively between the second support plate 3134, the fourth reinforcing plate 3136 and other structures connected thereto, reducing stress concentration, and improving the load-bearing capacity of the entire first connecting member 313 of the cabin. In other embodiments, the number of the fourth reinforcing plates 3136 can be set to one, three, four, etc., as long as it can improve the strength of the ship structure.

[0084] Specifically, as Figure 9As shown, in this embodiment, the support system further includes an anti-rolling support 32. The anti-rolling support 32 is arranged between the hull side wall 11 and the corresponding cabin side wall 21 and is connected to the cabin side wall 21, and is used for buffering the rolling force of the cabin 2 on the hull 1. The liquid in the cabin 2 will slosh due to the rolling of the hull 1. The sloshing liquid will not only increase the instability factors of the ship, but may also generate a large impact force on the wall of the cabin 2. The anti-rolling support 32 can effectively reduce the rolling of the hull 1, thereby reducing the sloshing degree of the liquid and reducing the pressure and impact force of the liquid on the wall of the cabin 2; the space between the two side walls is relatively regular, providing a relatively spacious and regular working space for the installation of the anti-rolling support 32. Installers can conveniently perform measurement, positioning and installation operations between the two side walls, which is beneficial to ensuring the installation accuracy and position accuracy of the anti-rolling support 32; when installing the anti-rolling support 32 between the two side walls, construction workers can also more easily approach the installation position. Whether it is for hoisting, fixing or connecting the anti-rolling support 32 and other operations, there can be a more convenient operation path and force application point.

[0085] More specifically, as Figures 9 - 12 shown, in this embodiment, the anti-rolling support 32 includes a second cabin connecting member 321 and a second anti-rolling member 322. One end of the second cabin connecting member 321 in the horizontal direction is connected to the cabin side wall 21, and one end of the second anti-rolling member 322 in the horizontal direction is connected to the opposite end of the second cabin connecting member 321 in the horizontal direction. The opposite end of the second anti-rolling member 322 in the horizontal direction is spaced from the hull side wall 11. When encountering a beam sea or an oblique sea, the anti-rolling support 32 can effectively resist the rolling and pitching of the ship, reduce the rolling amplitude of the ship, improve the seakeeping performance of the ship, ensure the safety of the crew and cargo, and is also beneficial to the normal operation of the ship equipment.

[0086] More specifically, as Figures 9 - 12As shown, in this embodiment, the second connecting member 321 of the cabin includes a third web 3211, a third top plate 3212, and a third bottom plate 3213. The third web 3211 extends in the vertical direction, is perpendicular to and connected to the cabin side wall 21. The third top plate 3212 extends in the horizontal direction, is disposed above the third web 3211, is perpendicular to both the third web 3211 and the cabin side wall 21, and is also connected to both the third web 3211 and the cabin side wall 21. The third bottom plate 3213 extends in the horizontal direction, is disposed below the third web 3211, is perpendicular to both the third web 3211 and the cabin side wall 21, and is also connected to both the third web 3211 and the cabin side wall 21. The structure formed by the third web 3211, the third bottom plate 3213, and the third top plate 3212 helps to disperse various forces received by the hull 1, reduce local stress concentration, improve the overall anti-deformation ability and load-bearing capacity of the cabin 2, ensure that the ship can withstand various external forces during navigation and maintain the integrity of the structure. The above structure can effectively disperse and transmit various external forces borne by the hull 1, such as the pressure from water, the impact force of waves, and the gravity of goods, etc., thereby enhancing the overall structural strength of the ship and reducing the risk of deformation and damage.

[0087] Preferably, as Figures 9 - 12 shown, in this embodiment, the second connecting member 321 of the cabin further includes a second panel 3214. The second panel 3214 extends in the vertical direction, is perpendicular to the third web 3211, is disposed at one end of the third web 3211 close to the cabin side wall 21, is disposed between the third top plate 3212 and the third bottom plate 3213. One end of the second anti-rolling member 322 in the horizontal direction is connected to the second panel 3214, and the relatively other end of the second anti-rolling member 322 in the horizontal direction is spaced from the hull side wall 11. When the hull 1 sways, the second anti-rolling member 322 can transmit the received force to the third web 3211 and the entire ship structure through the second panel 3214, making the force transmission path more reasonable and dispersed, and avoiding structural damage caused by force concentration. At the same time, the other end of the first anti-rolling member 314 is spaced from the cabin side wall 21, which can not only ensure the anti-rolling member to play a role, but also avoid the stress concentration problem that may occur when directly connected to the cabin side wall 21, making the anti-rolling effect better and extending the service life of the ship structure.

[0088] Optionally, in this embodiment, the gap between the second anti-sway member 322 and the hull side wall 11 is 2.5 mm. In other embodiments, the gap between the second anti-sway member 322 and the hull side wall 11 can also be 2 mm, 3 mm, 3.5 mm or 4 mm, etc., which will not be elaborated herein.

[0089] Preferably, if Figures 9 - 12 As shown, in the present embodiment, the cabin non-bottom-contacting support system 3 also includes a third limiter 324, and the third limiter 324 is arranged on the circumferential outer side of the second anti-sway member 322 along the vertical direction, which can effectively limit the displacement of the second anti-sway member 322 in the vertical direction, prevent it from excessive shaking or displacement, ensure that it maintains a stable working position during the navigation of the ship, enable the first anti-sway member 314 to play a better role, and enhance the stability of the ship.

[0090] Alternatively, if Figures 9 - 12 As shown, in the present embodiment, the material of the second anti-sway member 322 is wood, and the fiber structure of the wood makes it have good compressive strength in the direction of the grain. When subjected to compressive force, the fibers of the wood can squeeze and support each other, dispersing the force, thereby withstanding greater pressure without significant deformation or damage. This characteristic enables the anti-sway member made of wood to maintain structural integrity and its anti-sway function under the compressive force caused by the ship's bumps; the wood also has a certain toughness and elasticity, and can absorb and buffer part of the energy when the ship shakes, reducing the impact force on the hull 1, thereby achieving a better anti-sway effect. In other embodiments, the second anti-sway member 322 can also be made of rubber material or plastic material, as long as it can buffer the swaying force of the cabin 2 on the hull 1.

[0091] Preferably, if Figures 9 - 12 As shown, in this embodiment, the second connection member 321 of the cabin also includes a fifth reinforcing plate 3215, the fifth reinforcing plate 3215 extends in the vertical direction, the third web 3211 is perpendicular to the fifth reinforcing plate 3215, and the fifth reinforcing plate 3215 is arranged between the third top plate 3212 and the third bottom plate 3213. The fifth reinforcing plate 3215 extending in the vertical direction and located between the third top plate 3212 and the third bottom plate 3213 can effectively connect the third top plate 3212 and the third bottom plate 3213, and better coordinate the two to withstand external forces. When the hull 1 is subjected to external forces such as bending and shearing, the fifth reinforcing plate 3215 can share part of the stress and reduce the pressure that the third top plate 3212 and the third bottom plate 3213 bear alone, thereby improving the strength and stability of the entire first connection member 313 of the cabin and even the ship structure, so that the ship can better resist various external force impacts.

[0092] Alternatively, if Figures 9 - 12As shown, in this embodiment, there are two fifth reinforcing plates 3215. The two fifth reinforcing plates 3215 are arranged in parallel and at intervals in the horizontal direction, which can enhance the strength of the entire structure of the second cabin connecting member 321. In other embodiments, the number of the fifth reinforcing plates 3215 can be set to one, three, four, etc., as long as it can improve the strength of the ship structure.

[0093] Preferably, as Figures 9 - 12 shown, in this embodiment, a lightening hole 32111 is formed on the third web 3211. The lightening hole 32111 can effectively reduce the material consumption of the second cabin connecting member 321, reduce the weight of the anti-rolling support 32, and further reduce the weight of the entire ship. This is very important for improving the transportation efficiency of the ship, reducing energy consumption, and enhancing the performance of the ship. After the ship weight is reduced, the resistance suffered during navigation will be reduced, and the required propulsion power will also be correspondingly reduced, thereby saving fuel consumption and reducing operating costs. By setting the lightening hole 32111, the amount of material used is also reduced, which can reduce the material cost during ship construction, contribute to the rational use of resources, and reduce the demand for raw materials.

[0094] Preferably, as Figures 9 - 12 shown, in this embodiment, the anti-rolling support 32 further includes a cabin auxiliary connecting member 323. The cabin auxiliary connecting member 323 is connected to the second cabin connecting member 321, and the cabin auxiliary connecting member 323 is also connected to the cabin side wall 21. The cabin auxiliary connecting member 323 is used to support the second cabin connecting member 321. By connecting the second cabin connecting member 321 to the cabin side wall 21, the entire anti-rolling support 32 system can better disperse the force, improve the structural stability, effectively resist various external forces such as shaking and vibration generated during ship navigation, and reduce the risk of structural deformation and damage. The cabin auxiliary connecting member 323 can ensure that the second cabin connecting member 321 maintains a stable position and state during operation, which helps to improve the supporting performance of the anti-rolling support 32 for the hull 1, and further enhances the safety and comfort of the ship.

[0095] Optionally, as Figures 9 - 12 shown, in this embodiment, cabin auxiliary connecting members 323 are arranged on both opposite sides of the second cabin connecting member 321 in the horizontal direction. The cabin auxiliary connecting members 323 are symmetrically arranged with respect to the center line of the second cabin connecting member 321 in the horizontal direction. During the navigation of the ship, various external forces will act on it. The symmetrically arranged cabin auxiliary connecting members 323 can make the forces received by the second cabin connecting member 321 in the horizontal direction more evenly distributed. In other embodiments, the cabin auxiliary connecting member 323 can be arranged only on one side of the second cabin connecting member 321, as long as it can support the second cabin connecting member 321.

[0096] Specifically, asFigures 9 - 12 As shown, in this embodiment, the cabin auxiliary connecting member 323 includes a third support plate 3231. The third support plate 3231 extends in the vertical direction. The third support plate 3231 is perpendicular to and connected to the cabin side wall 21. The third support plate 3231 is connected to the third web 3211. The third web 3211 and the third support plate 3231 are in the same plane. The third support plate 3231 can provide additional and stable support for the third web 3211. During the navigation of the ship, when the seawater exerts a huge pressure on the hull side wall 11, the ability of the third web 3211 to bear the pressure alone is limited. The third support plate 3231 is in the same plane and tightly connected with it, which can evenly disperse the pressure received by the third web 3211, prevent the third web 3211 from being distorted, bent and other deformation conditions due to uneven stress, greatly enhance the ability of the third web 3211 to resist external forces in the vertical direction, and stabilize the structural strength of the entire connection area.

[0097] Preferably, as Figures 9 - 12 shown, in this embodiment, the cabin auxiliary connecting member 323 further includes a sixth reinforcing plate 3232. The sixth reinforcing plate 3232 is perpendicular to the third support plate 3231. One end of the third support plate 3231 is connected to the third bottom plate 3213 or the third top plate 3212, and the opposite end is connected to the cabin side wall 21. The sixth reinforcing plate 3232 is perpendicular to the third support plate 3231, which can provide additional supporting force for the third support plate 3231 in the vertical direction, help disperse the load borne by the third support plate 3231, reduce the deformation and stress concentration phenomenon during stress, thereby enhancing the structural strength and stability of the entire cabin second connecting member 321, can change the propagation path and distribution of forces in the cabin second connecting member 321, avoid excessive stress on local areas, make the overall force of the cabin second connecting member 321 more uniform and reasonable, improve the anti-fatigue performance of the ship structure, and extend the service life of the hull 1.

[0098] Optionally, as Figures 9 - 12As shown, in this embodiment, there are two sixth reinforcing plates 3232. The two sixth reinforcing plates 3232 are arranged in parallel and spaced from the inside to the outside. The sixth reinforcing plate 3232 arranged on the outermost side is disposed on the outermost side edge of the third support plate. The outermost sixth reinforcing plate 3232 is located at the outermost side edge of the third support plate 3231, which can provide direct support for the edge of the third support plate 3231, preventing excessive deformation or local buckling of the edge when stressed, effectively enhancing the overall bending and torsion resistance of the third support plate 3231. The two parallel and spaced sixth reinforcing plates 3232 form a multi-level reinforcing structure, enabling the force to be transmitted more evenly and effectively between the third support plate 3231, the sixth reinforcing plate 3232, and other connected structures, reducing the stress concentration phenomenon, and improving the bearing capacity of the first connecting member 313 of the entire cabin. In other embodiments, the number of the sixth reinforcing plates 3232 can be set to one, three, four, etc., as long as it can improve the strength of the ship structure.

[0099] Specifically, in this embodiment, the support member 312 is bonded to the first top plate 3112 and the second bottom plate 3132 by an adhesive 33. The first anti-rolling member 314 and the first panel 3117 are bonded by the adhesive 33. The second anti-rolling member 322 and the second panel 3214 are bonded by the adhesive 33, ensuring that these components maintain a stable relative position during use, are not prone to displacement or loosening, thereby ensuring the stability and reliability of the entire structure.

[0100] Optionally, in this embodiment, the adhesive 33 is made of epoxy resin. Epoxy resin has good adhesion to various materials, such as metals, ceramics, glass, plastics, and woods, etc., and can form high-strength adhesive joints. In other embodiments, the adhesive 33 can also be made of polyurethane or acrylate, etc., as long as it can achieve a firm bond.

[0101] Specifically, as Figure 13 shown, in this embodiment, the support and anti-rolling composite supports 31 are symmetrically arranged with the center line of the hull 1 as the axis of symmetry in the length direction or the width direction of the ship. The symmetrically arranged support and anti-rolling composite supports 31 can make the support forces received by the hull 1 in all directions more uniform, avoiding local stress concentration in the hull 1 structure due to uneven stress, thereby improving the overall strength and stability of the hull 1. When the ship is tilted due to external interference, the symmetrically arranged support and anti-rolling composite supports 31 can provide symmetric restoring forces, making the ship easier to return to the equilibrium state, reducing the rolling and pitching amplitudes of the ship, and improving the navigation safety and comfort of the ship.

[0102] Specifically, as Figure 13As shown, in this embodiment, the anti-rolling bearings 32 are symmetrically arranged with the center line of the hull 1 as the axis of symmetry in the ship length direction or the ship width direction. The symmetrically arranged anti-rolling bearings 32 can make the supporting forces received by the hull 1 in all directions more uniform, avoiding the situation of local stress concentration in the hull 1 structure caused by uneven stress, thereby improving the overall strength and stability of the hull 1. When the ship is tilted by external interference, the symmetrically arranged anti-rolling bearings 32 can provide symmetric restoring forces, making it easier for the ship to return to the equilibrium state, reducing the rolling and pitching amplitudes of the ship, and improving the navigation safety and comfort of the ship.

[0103] Preferably, as Figure 13 shown, in this embodiment, the non-bottom-touching support system 3 of the cabin includes eight pairs of support and anti-rolling composite bearings 31 and four pairs of anti-rolling bearings 32. The support and anti-rolling composite bearings 31 are arranged in the vertical channels extending along the ship length direction between the cabin side wall 21 and the hull side wall 11, and the anti-rolling bearings 32 are arranged in the vertical channels extending along the ship width direction between the cabin side wall 21 and the hull side wall 11. The cabin 2 is supported and anti-rolled by the support and anti-rolling composite bearings 31, and the cabin 2 is anti-pitched by setting the anti-rolling bearings 32. The above settings can not only provide support for the cabin 2 but also realize anti-rolling of the hull 1. Compared with only setting the support and anti-rolling composite bearings 31. In other embodiments, both between the hull 1 and the cabin 2 can be set as support and anti-rolling composite bearings 31, or the anti-rolling bearings 32 and the support and anti-rolling composite bearings 31 are arranged in an interspersed manner, as long as the support and anti-rolling of the cabin 2 can be realized.

[0104] Optionally, in this embodiment, the various plate bodies forming the non-bottom-touching support system 3 of the cabin are connected by welding. Welding can form a firm metallurgical bond between the plate bodies, and the strength of the weld can reach or even exceed the strength of the base material, thereby ensuring that the non-bottom-touching support system 3 of the cabin can withstand huge external forces and pressures, guaranteeing the safety and stability of the ship during navigation. Welding connection can reduce the number of connection points, making the entire support system form an integral rigid structure, which can better transmit forces and bear bending moments, reduce the deformation and vibration of the structure, and improve the overall performance of the ship. In other embodiments, the various plate bodies forming the non-bottom-touching support system 3 of the cabin can also be connected by riveting or bolt connection, etc., as long as the stable connection of the various plate bodies can be realized.

[0105] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. A cabin non-bottoming support system for supporting a cabin (2) arranged in a hull (1), characterized in that: The cabin non-bottoming support system includes: A supporting and anti-sway composite support (31) is arranged between the hull side wall (11) and the cabin side wall (21) opposite thereto, and is respectively connected to the hull side wall (11) and the cabin side wall (21); The support and anti-sway composite bearing (31) comprises a first hull connecting member (311), a support member (312) and a first cabin connecting member (313) which are sequentially connected from bottom to top, wherein the support member (312) extends in a vertical direction and is used to support the cabin (2) in the hull (1); The supporting and anti-sway composite bearing (31) further comprises a first anti-sway member (314), wherein the first anti-sway member (314) extends horizontally toward the cabin (2), and the first anti-sway member (314) is connected to the first connecting member (311) of the hull.

2. According to the non-bottoming support system of the cabin as described in claim 1, the support and anti-sway composite bearing (31) is symmetrically arranged with the center line of the hull (1) as the symmetry axis in the length direction or the width direction of the ship.

3. The cabin non-bottoming support system according to claim 1, characterized in that: The first hull connection member (311) comprises: a first web (3111), the first web (3111) extending in a vertical direction, the first web (3111) being perpendicular to the hull side wall (11) and connected to the hull side wall (11); A first top plate (3112), the first top plate (3112) extends in a horizontal direction, the first top plate (3112) is arranged above the first web (3111), the first top plate (3112) is perpendicular to the first web (3111) and the hull side wall (11) and is connected to the first web (3111) and the hull side wall (11), and the support member (312) is arranged on the first top plate (3112).

4. The cabin non-bottoming support system according to claim 3, characterized in that: The first hull connecting member (311) further comprises: a first bottom plate (3113), the first bottom plate (3113) extending in a horizontal direction, the first bottom plate (3113) being arranged below the first web plate (3111), the first bottom plate (3113) being perpendicular to the first web plate (3111) and the hull side wall (11) and being connected to the first web plate (3111) and the hull side wall (11); And / or, a first support plate (3114), the first support plate (3114) extends in a vertical direction, the first support plate (3114) is perpendicular to the hull side wall (11) and connected to the hull side wall (11), the first support plate (3114) is connected to the first web (3111), and the first web (3111) and the first support plate (3114) are in the same plane.

5. The cabin non-bottoming support system according to claim 4, characterized in that: The first hull connecting member (311) further comprises: a first reinforcing plate (3115), the first reinforcing plate (3115) extending in a vertical direction, the first web (3111) being perpendicular to the first reinforcing plate (3115), and the first reinforcing plate (3115) being arranged between the first top plate (3112) and the first bottom plate (3113); And / or, a second reinforcing plate (3116), wherein the second reinforcing plate (3116) is perpendicular to the first supporting plate (3114), and one end of the first supporting plate (3114) is connected to the first bottom plate (3113), and the other end is connected to the hull side wall (11).

6. The cabin non-bottoming support system according to claim 3, characterized in that: The first hull connecting member (311) also includes a first panel (3117), which extends in a vertical direction. The first panel (3117) is perpendicular to the first web (3111), and the first panel (3117) is arranged at one end of the first web (3111) close to the cabin side wall (21). One end of the first anti-sway member (314) in the horizontal direction is connected to the first panel (3117), and the other end of the first anti-sway member (314) in the horizontal direction is spaced apart from the cabin side wall (21).

7. The cabin non-bottoming support system according to claim 6, characterized in that: The cabin non-bottoming support system (3) further comprises a first position-limiting member (315), and the first position-limiting member (315) is arranged on the circumferential outer side of the first anti-sway member (314) in the vertical direction.

8. The cabin non-bottoming support system according to any one of claims 1 to 7, characterized in that: The cabin non-bottoming support system (3) further comprises a second limiter (316), and the second limiter (316) is provided on the circumferential outer side in the horizontal direction at both upper and lower ends of the support member (312) in the vertical direction.

9. The cabin non-bottoming support system according to any one of claims 1 to 7, characterized in that: The first cabin connection member (313) comprises: a second web (3131), the second web (3131) extending in a vertical direction, the second web (3131) being perpendicular to the cabin side wall (21) and connected to the cabin side wall (21); A second bottom plate (3132), the second bottom plate (3132) extends in a horizontal direction, the second bottom plate (3132) is arranged below the second web plate (3131), the second bottom plate (3132) is perpendicular to the second web plate (3131) and the cabin side wall (21) and is also connected to the second web plate (3131) and the cabin side wall (21) at the same time.

10. The cabin non-bottoming support system according to claim 9, characterized in that: The first cabin connection member (313) further comprises: a second support plate (3134), the second support plate (3134) extending in a vertical direction, the second support plate (3134) being perpendicular to the cabin side wall (21) and connected to the cabin side wall (21), the second support plate (3134) being connected to the second web plate (3131), and the second web plate (3131) and the second support plate (3134) being in the same plane; and / or, a second top plate (3133), the second top plate (3133) extending in the horizontal direction, the second top plate (3133) being arranged below the second web plate (3131), the second bottom plate (3132) being perpendicular to the second web plate (3131) and the cabin side wall (21) and being connected to the second web plate (3131) and the cabin side wall (21); and / or, a third reinforcing plate (3135), the third reinforcing plate (3135) extending in a vertical direction, the second web (3131) being perpendicular to the third reinforcing plate (3135), and the third reinforcing plate (3135) being arranged between the second top plate (3133) and the second bottom plate (3132); And / or, a fourth reinforcing plate (3136), wherein the fourth reinforcing plate (3136) is perpendicular to the second supporting plate (3134), and one end of the second supporting plate (3134) is connected to the second top plate (3133), and the other end is connected to the cabin side wall (21).

11. The cabin non-bottoming support system according to any one of claims 1 to 7, characterized in that: The non-bottom-contacting cabin support system also includes an anti-sway support (32), which is arranged between the hull side wall (11) and the cabin side wall (21) opposite thereto, and is connected to the hull side wall (11) and the cabin side wall (21), and is used to buffer the swaying force of the cabin (2) on the hull (1). The anti-sway support (32) is symmetrically arranged in the length direction or the width direction of the ship with the center line of the hull (1) as the symmetry axis.

12. The cabin non-bottoming support system according to claim 11, characterized in that: The anti-sway support (32) comprises: A second cabin connecting member (321), wherein one end of the second cabin connecting member (321) is connected to the cabin side wall (21) along a horizontal direction; A second anti-sway member (322), one end of the second anti-sway member (322) in the horizontal direction is connected to the other end of the second connecting member (321) of the cabin in the horizontal direction, and the other end of the second anti-sway member (322) in the horizontal direction is spaced apart from the side wall (11) of the hull.

13. The cabin non-bottoming support system according to claim 12, characterized in that: The anti-sway support (32) also includes a cabin auxiliary connecting piece (323), wherein the cabin auxiliary connecting piece (323) is connected to the cabin second connecting piece (321), and the cabin auxiliary connecting piece (323) is also connected to the cabin side wall (21), and the cabin auxiliary connecting piece (323) is used to support the cabin second connecting piece (321).

14. A ship, characterized in that: It comprises a hull (1), a cabin (2) and a non-bottom-contacting support system (3) for the cabin as described in any one of claims 1 to 13, wherein the cabin (2) is arranged in the hull (1), and the non-bottom-contacting support system (3) for the cabin is arranged between the cabin (2) and the hull (1).

Images