Channel structure of ship and ship

Abstract

The invention discloses a channel structure of a ship and the ship. The channel structure of the ship comprises a plurality of channel parts connected in sequence, and the adjacent channel parts are connected through protection parts. The channel part comprises a bottom plate, side edge plates and a top plate. The protection part comprises a protection side plate and a side plate covering the same side of the adjacent channel part, the protection side plate is fixedly connected to the side plate of one channel part and is not connected with the side plate of the other channel part, and a first gap is reserved between the protection side plate and the side plate of the other channel part; the protective top plate covers the two top plates of the adjacent channel part, the protective top plate is fixedly connected to the top plate of one channel part and is not connected with the top plate of the other channel part, and a second gap is reserved between the protective top plate and the top plate of the other channel part; and a blocking portion. The adjacent channel parts are arranged at intervals, and the adjacent channel parts can deviate in the channel direction of the channel parts. According to the invention, rain-proof, water-proof, sun-proof, anti-falling and passing functions can be met, and meanwhile, the capability of adapting to ship deformation is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of ship passages, and in particular to a ship passage structure and a ship. Background Art

[0002] In ship design and construction, in order to ensure the safe passage of personnel in open areas such as the decks of cargo ships and oil tankers and the open car decks of passenger and vehicle ships, it is necessary to set up passages of corresponding lengths according to actual operational needs. At the same time, some ship owners have put forward functional requirements for passages to be rainproof, waterproof, sunproof, and prevent people or objects from falling. Based on this, existing technologies typically use an enclosed steel plate structure as the main channel body, which is welded to the main hull. Since the above functions only require basic structural protection, the use of thinner steel plates can meet the requirements and can also control cost and weight to a certain extent.

[0003] However, existing technologies have significant limitations in practical applications: For shorter channels, due to the relatively small overall deformation in the area, thinner steel plates can be welded to the hull and remain stable. However, for longer channels (such as those spanning 1 / 4 or even 1 / 2 of the ship's length), after being welded to the main hull, they will be subjected to deformation simultaneously with the hull. When a ship is sailing at sea, affected by complex sea conditions such as waves and loads, the main hull will inevitably undergo various deformations such as sagging, cambering, and lateral bending. The plate thickness of the main hull is optimized through finite element calculations to accommodate these deformations. However, the thin plates used in the channels have low rigidity and cannot withstand the stress and strain caused by large hull deformations. They are easily torn and damaged as they follow the hull deformation, causing the channel to fail and even affecting the overall safety of the ship. Summary of the Invention

[0004] The purpose of the embodiments of the present invention is to provide a channel structure of a ship and a ship, which can solve the above-mentioned problems existing in the prior art.

[0005] To achieve the above objectives, this application adopts the following technical solutions: In one aspect, a channel structure for a ship is provided, comprising: A plurality of channel portions connected in sequence, wherein adjacent channel portions are connected via a protective portion; The channel portion includes: A bottom plate, with side panels fixedly connected to its two side edges; and A top plate, parallel to the bottom plate and fixedly connected to the two side plates; The protection part includes: a protective side plate covering the side plates on the same side of the adjacent channel portions, wherein the protective side plate is fixedly connected to the side plate of one channel portion and is not connected to the side plate of the other channel portion and a first gap is retained; a protective top plate covering the two top plates of the adjacent channel portions, wherein the protective top plate is fixedly connected to the top plate of one channel portion and is disconnected from the top plate of the other channel portion and a second gap is retained; and a blocking portion, disposed in the second gap; Wherein, adjacent channel portions are spaced apart, and the protective portion covers the spaced area between the two channel portions, and adjacent channel portions can be offset along the channel direction of the channel portion.

[0006] Preferably, an anti-crack hole is formed at one end of the side plate close to the bottom plate, and the anti-crack hole includes an opening; The anti-crack holes on the side panels of adjacent channel parts are symmetrically arranged.

[0007] Preferably, a pad is provided at the connection between the protective side plate and the side plate; The pad is located between the protective side plate and the side plate, and the protective side plate, the pad and the side plate are fixed by welding.

[0008] Preferably, a bottom waterproof strip is fixedly connected to the bottom plate, which is located at the edge of the bottom plate and perpendicular to the side plates.

[0009] Preferably, at the non-connected end of the protective top plate and the channel portion, the protective top plate extends above the channel portion, and an edge of the protective top plate is spaced a first distance from an edge of a top plate corresponding to the channel portion, and a cavity is formed on a side of the protective top plate close to the channel portion; The blocking portion is disposed in the cavity.

[0010] Preferably, the blocking portion includes a top transverse waterproof strip and a top longitudinal waterproof strip, the top transverse waterproof strip and the top longitudinal waterproof strip are fixedly connected to the top plate, and a third gap is retained between the top transverse waterproof strip and the protective top plate.

[0011] Preferably, the protective top plate covers the protective side plates.

[0012] Preferably, it further includes reinforcing ribs, which are perpendicular to the side panels and connected to the side panels along the edges of the side panels.

[0013] Preferably, the distance between the top plates of adjacent channel portions is 80-120 mm.

[0014] On the other hand, the present disclosure also provides a ship, which includes the channel structure of any ship described above.

[0015] The beneficial effects of this application are: 1. By adopting a flexible connection mode for the ship channel, the traditional rigid integral structure is transformed into a modular system with relative displacement. This can effectively alleviate the problem of mechanical damage to the channel structure caused by hull deformation.

[0016] 2. Multiple sections of the passage are connected by transitions through protective sections, maintaining the continuity of the passage. Furthermore, the segmented flexible connections can buffer the transmission of hull vibrations, reducing the bumpy feeling during passage. Combined with the rainproof, waterproof, and sunproof features, the dry and constant temperature environment created significantly improves passenger comfort.

[0017] 3. By covering the adjacent side panels with protective side panels, fixing one end and reserving the first gap at the other end, the design not only blocks the lateral intrusion of wind and rain and the risk of people falling, but also reserves space for the deviation of the channel; the pads and welding fixes enhance the connection strength and avoid water seepage at the seams.

[0018] 4. The protective top plate covers the top compartment and extends to the passageway, forming an "eaves-like" coverage. Combined with the horizontal and vertical waterproof strips on the top of the cavity, this creates a triple line of defense: "blocking, intercepting, and sealing." This precisely blocks rainwater from entering through the second gap, adapting to the complex weather conditions of a ship. The design of the protective top plate connecting the protective side panels eliminates blind spots and forms a closed protective space, ensuring that rain, water, sun, and drop protection functions remain stable even when the passageway moves relative to it. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present application is further described in detail below with reference to the accompanying drawings and examples.

[0020] Figure 1 The figure is a schematic diagram of the structure of a ship; Figure 2 for Figure 1 The enlarged structural diagram at a in the middle; Figure 3 for Figure 2 The enlarged structural diagram at point b in the middle; Figure 4 for Figure 2 Schematic diagram of the structure of the cross section at AA; Figure 5 for Figure 2 Structural diagram of the cross section at the middle BB; Figure 6 for Figure 5 The enlarged structural diagram at c in the middle; Figure 7 for Figure 5The enlarged structural diagram at point d in the middle; Figure 8 for Figure 2 Schematic diagram of the structure of the cross section at CC.

[0021] In the picture: 100, channel portion; 110, bottom plate; 111, bottom waterproof strip; 120, side plate; 121, crack prevention hole; 1210, opening; 130, top plate; 200, protective portion; 210, protective side plate; 220, protective top plate; 221, cavity; 230, blocking portion; 231, top horizontal waterproof strip; 232, top vertical waterproof strip; 240, pad; 300, first gap; 400, second gap; 410, third gap; 500. Reinforcement ribs. DETAILED DESCRIPTION

[0022] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved more clearly, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of this application.

[0023] In the description of this application, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and can refer to internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0024] In this application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0025] See also Figures 1 to 8The present disclosure provides a vessel having a passageway of a certain length for convenient passage of personnel. The passageway of the vessel disclosed herein employs a passageway structure that effectively adapts to the mechanical challenges posed by hull deformation, meeting rainproof, waterproof, sun-proof, drop-proof, and passage-proof functions while also being adaptable to hull deformation.

[0026] Specifically, the vessel's passageway structure comprises a plurality of sequentially connected passageway sections 100 and a protective section 200 disposed between adjacent passageway sections 100. By dividing a vessel's passageway of a certain length into a plurality of sequentially connected passageway sections 100, the vessel's passageway is transformed from a rigid structure to a flexible connection, effectively adapting to hull deformation. Specifically, the length of the passageway section 100 can be 1 / 15 of the vessel's length, but this is not a limitation and can be determined based on actual needs.

[0027] As can be understood, the flexible, segmented connection design of the multiple channel sections 100 transforms the overall rigid structure into a relatively movable modular structure. Each channel section 100 absorbs the stress generated by hull deformation through slight relative movement, preventing damage from "hard-on-hard" collisions under rigid constraints. The multiple channel sections 100 are sequentially connected, and the transitional connection through the protective section 200 ensures the continuity of the passageway.

[0028] Furthermore, the segmented, flexible connection of the channel section 100 reduces the transmission of hull vibrations into the channel, reducing the bumpy ride. The stable performance of its rainproof, waterproof, and sunproof features keeps the interior of the channel dry and at a suitable temperature, preventing interference from extreme environments and improving passenger comfort.

[0029] In one embodiment, the spacing between adjacent channel portions 100 is 80-120 mm. Based on the actual longitudinal deformation of the ship, preferably, the spacing between adjacent channel portions 100 is 100 mm.

[0030] Specifically, the channel portion 100 includes a bottom plate 110, side plates 120 and a top plate 130. The side plates 120 are fixedly connected to the two edges of the bottom plate 110, and the top plate 130 is arranged on the two side plates 120. Therefore, a channel area of ​​the channel portion 100 is enclosed between the bottom plate 110, the side plates 120 and the top plate 130, and people can pass through the channel area. It can be understood that the two side plates 120 are arranged in parallel, and the top plate 130 and the bottom plate 110 are arranged in parallel. As for the channel area, it is a rectangular area, which is more convenient for people to pass through. Among them, a bottom waterproof strip 111 is fixedly connected to the bottom plate 110, which is located at the edge of the bottom plate 110 and perpendicular to the side plates 120.

[0031] It should be noted that adjacent channel sections 100 are spaced apart, meaning that they are not connected. This allows the ship's channel to be flexibly connected during installation. Therefore, when the ship's hull deforms, adjacent channel sections 100 can shift along the channel section 100 to accommodate the deformation.

[0032] The tunnel section 100 is formed by a fixed connection structure consisting of a base plate 110, two side panels 120, and a top panel 130, forming a regular rectangular tunnel area. The parallel design of the side panels 120 and the top panel 130 parallel to the base plate 110 creates a standard rectangular tunnel cross-section. This not only provides a square, open space without sharp corners for personnel to pass through, reducing the risk of bumps and collisions, but also facilitates the movement of tools, equipment, and other items. Furthermore, the symmetry and regularity of the rectangular structure improves the utilization of the tunnel's internal space.

[0033] Furthermore, by arranging adjacent channel portions 100 at non-connected intervals, the rigid constraints between adjacent channel portions 100 are completely eliminated. When the hull is deformed, the adjacent channel portions 100 can freely produce slight offsets along the extension direction of the channel without overcoming the resistance of the connecting structure, thereby more efficiently absorbing the stress generated by deformations such as expansion and contraction and bending of the hull.

[0034] At the same time, the spacing setting makes each channel section 100 a relatively independent force-bearing unit, and the deformation impact is dispersed into the gaps between each section. Even if a local channel section 100 is offset due to deformation, it will not be transmitted to other sections through rigid connections, thus ensuring the stability of the channel as a whole. The non-connected design of the intervals between adjacent channel sections 100 frees the overall channel system from rigid constraints and forms a flexible structure that can be dynamically adjusted. When the hull is deformed, each section of the channel section 100 achieves "segmented adaptation and overall coordination" through independent offset, which not only ensures the stability of the single-section structure, but also allows the overall channel to flexibly "compromise" with the deformation of the hull, achieving the dual advantages of "rigidity to protect itself and flexibility to protect the whole" from a structural level.

[0035] Furthermore, the protection portion 200 covers the spaced area between the two channel portions 100 to protect the spaced area between the adjacent channel portions 100 and meet the functions of rainproof, waterproof, sunproof and drop-proof.

[0036] In one embodiment, the protective portion 200 includes a protective side panel 210, a protective top panel 220, and a blocking portion 230. The protective side panel 210 covers the side panels 120 on the same side of adjacent channel portions 100. The protective side panel 210 is fixedly connected to the side panel 120 of one channel portion 100 and is disconnected from the side panel 120 of the other channel portion 100, with a first gap 300 remaining therebetween.

[0037] The protective top plate 220 covers the two top plates 130 of adjacent channel sections 100. The protective top plate 220 is fixedly connected to the top plate 130 of one channel section 100 and is disconnected from the top plate 130 of the other channel section 100, leaving a second gap 400. Preferably, the second gap 400 can be 25 mm.

[0038] The blocking portion 230 is disposed in the second gap 400 . By disposing the blocking portion 230 in the second gap 400 , rainwater is prevented from entering the channel in the channel portion 100 through the second gap 400 .

[0039] Furthermore, the protective side panel 210 is connected to the side panel 120, and a pad 240 is provided at the connection between the protective side panel 210 and the side panel 120. The pad 240 is located between the protective side panel 210 and the side panel 120, and the protective side panel 210, the pad 240, and the side panel 120 are fixed by welding. The pad 240 can be 4 mm thick, so that the first gap 300 between the protective side panel 210 and the side panel 120 is 4 mm. By providing the pad 240, it is possible to prevent the cover plate from interfering with and colliding with the side wall when the two channel portions 100 deform with each other, thereby damaging the paint and causing rust.

[0040] At the non-connected end between the protective top plate 220 and the channel portion 100, the protective top plate 220 extends above the channel portion 100, and the edge of the protective top plate 220 is separated from the edge of the corresponding top plate 130 of the channel portion 100 by a first distance, thereby effectively covering the channel portion 100 and improving the waterproof effect. Preferably, the first distance can be 100 mm, but is not limited thereto and can be determined according to actual needs.

[0041] It should be noted that a cavity 221 is formed on one side of the protective top plate 220 close to the channel portion 100, and a blocking portion 230 is disposed in the cavity 221. The blocking portion 230 is provided to prevent rainwater from entering the channel portion 100 through the gap between the protective top plate 220 and the top plate 130.

[0042] Furthermore, the blocking portion 230 includes a top transverse waterproof strip 231 and a top longitudinal waterproof strip 232. The top transverse waterproof strip 231 and the top longitudinal waterproof strip 232 are fixedly connected to the top plate 130, and a third gap (410) is retained between the top transverse waterproof strip 231 and the protective top plate 220. Preferably, the third gap 410 is 5 mm. The top transverse waterproof strip 231 and the top longitudinal waterproof strip 232 can effectively block rainwater.

[0043] It can be understood that the protective part 200 achieves no-dead-angle coverage of the areas between adjacent channel parts 100 through the layered structure of protective side panels 210, protective top panels 220 and blocking parts 230, accurately matching the full-scene requirements of rain protection, waterproofing, sun protection and drop prevention.

[0044] The protective side panels 210 cover the gaps between the side panels 120 on the same side. Through the non-connected design of the fixed end and the movable end, they block the lateral intrusion path of wind and rain without hindering the relative displacement of the channel portion 100, and cooperate with the side panels 120 to form a continuous lateral barrier to prevent people from accidentally falling.

[0045] The protective top plate 220 covers the top interval, and the second gap 400 between the fixed end and the movable end forms a double line of defense of physical barrier and gap sealing through the blocking part 230. It not only blocks direct sunlight through the protective top plate 220, but also uses the waterproof strip to intercept rainwater infiltration, solving the pain point of easy water leakage on the top of the traditional segmented structure.

[0046] The connection design of the protective side panels 210 and the protective top panel 220 forms a closed protective space, which completely wraps the interval area, avoids functional loopholes caused by the failure of single structural protection, and ensures that no matter which direction the wind and rain invade from, they can be blocked step by step by the multi-layer structure.

[0047] The first and second gaps 300, 400 of the protective portion 200, in conjunction with the blocking portion 230, achieve a dynamic balance of "flexible deformation compatibility and seal integrity." The first gap 300 between the protective side panel 210 and the other side panel 120, and the second gap 400 between the protective top panel 220 and the other top panel 130, provide space for relative movement of adjacent channel sections 100. This prevents damage to the protective portion 200 from being pulled or squeezed by deformation of the channel section 100, thereby ensuring the durability of the protective structure.

[0048] The design of the pad 240 between the protective side panel 210 and the side panel 120 increases the welding contact area, disperses the stress at the connection point, and avoids cracking at the weld due to vibration and deformation. At the same time, the pad 240 can fill the slight unevenness of the contact surface, ensuring that the protective side panel 210 and the side panel 120 fit tightly, reducing the risk of lateral water seepage.

[0049] Protective roof 220 extends a first distance into channel 100, forming an "eaves-like" cover. This extends the rainwater dripping path and reduces the amount of water that directly seeps into the gap. The barrier 230 provided within cavity 221 utilizes the spatial structure to form a waterproof channel. Rainwater must break through both the cavity 221 barrier and the waterproof strip to enter the channel, significantly improving the waterproof level.

[0050] The combination of horizontal and vertical waterproof strips on the top intercepts water flows in different directions. Compared with the single-directional waterproof structure, it can adapt to the complex angles of wind and rain during ship navigation and further reduce the probability of leakage.

[0051] Both the protective side panels 210 and the protective top panel 220 utilize a "fixed at one end, disconnected at the other" design. The fixed ends ensure the basic stability of the protective structure, while gaps in the disconnected ends allow for deformation. This allows the protective section 200 to function as a "protective layer that dynamically adjusts with the movement of the tunnel section 100," rather than a rigid constraint. The non-contact design of the blocking section 230 completely eliminates any obstruction to the relative movement of the tunnel section 100 from the protective structure. This ensures that, as the hull deforms, the protective section 200 and the tunnel section 100 can simultaneously undergo slight displacements, maintaining the protective function without compromising the stress-absorbing capacity of the overall flexible connection.

[0052] It should be noted that the protective top plate 220 covers the protective side plates 210 to improve the overall protective effect of the protective top plate 220 .

[0053] In one embodiment, reinforcing ribs 500 are also vertically disposed on the side panels 120, connected to the side panels 120 along their edges. The "vertical + edge-distributed" design of the reinforcing ribs 500 effectively forms a "skeletal support" on the surface of the side panels 120, significantly enhancing the bending and torsional strength of the side panels 120. This is particularly true when hull deformation causes relative displacement of the channel portion 100, as it can resist lateral impact forces, preventing the side panels 120 from bending or wrinkling due to excessive force, thereby ensuring the integrity of the lateral protection.

[0054] Furthermore, the reinforcement rib 500 is provided at the edge of the side plate 120 and can be located at 100-150 mm from the edge. At the same time, the specification of the reinforcement rib 500 is 80*8 flat iron.

[0055] At the same time, an anti-crack hole 121 is provided at one end of the side plate 120 close to the bottom plate 110, and the anti-crack hole 121 includes an opening 1210. The anti-crack holes 121 on the side plates 120 of the adjacent channel parts 100 are symmetrically arranged. It can be understood that the corner where the side plate 120 is connected to the bottom plate 110 is a stress concentration area during deformation. The anti-crack hole 121 provides a small deformation space for the material by opening 1210, which can effectively release the residual stress of welding or the additional stress generated by the deformation of the hull, and avoid the initiation of cracks caused by stress accumulation. If a small crack appears in the side plate 120, the opening 1210 design of the anti-crack hole 121 can change the direction of crack expansion, prevent the crack from spreading along the length direction of the side plate 120, and play a "stop-loss" role. At the same time, the anti-crack holes 121 of the side plates 120 of adjacent channel parts 100 are arranged symmetrically, so that the stress release areas on both sides correspond to each other. When the channel parts 100 are relatively offset, the stresses on both sides can be buffered by each other through the symmetrical structure, reducing the structural damage caused by excessive stress on one side and improving the overall anti-crack coordination.

[0056] In summary, the present disclosure provides a channel structure for a ship and a ship comprising the same, which transforms the traditional rigid integral structure into a modular system capable of relative displacement by adopting a flexible connection mode for the ship channel. This can effectively improve the problem of mechanical damage to the channel structure caused by hull deformation. The multi-segment channel portion 100 is transitionally connected through the protective portion 200 to maintain the continuity of the passage path. At the same time, the segmented flexible connection can buffer the transmission of hull vibrations, reduce the bumpy feeling during passage, and create a dry and constant temperature environment with rainproof, waterproof and sun-proof functions, significantly improving the comfort of personnel passage.

[0057] By covering the adjacent side panels 120 with the protective side panels 210, fixing one end and reserving a first gap 300 at the other end, the design not only blocks the lateral intrusion of wind and rain and the risk of people falling, but also reserves space for the deviation of the channel part 100; the pad 240 and the welding fixation enhance the connection strength and avoid water seepage in the seams.

[0058] The protective top panel 220 covers the top compartment and extends to the channel section 100, forming an "eaves-like" cover. Combined with the top horizontal and vertical waterproof strips within the cavity 221, this creates a triple defense system of "shielding, intercepting, and sealing," precisely blocking rainwater from entering through the second gap 400 and adapting to the complex wind and rain conditions of the vessel. Furthermore, the design of the protective top panel 220 covering the protective side panels 210 eliminates blind spots and forms a closed protective space, ensuring that rain, water, sun, and drop protection functions remain stable even when the channel section 100 moves relative to it.

[0059] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other positions or relationships are used solely for ease of description and simplified operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0060] In this specification, reference to terms such as "one embodiment" or "example" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0061] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0062] The technical principles of the present application have been described above in conjunction with specific embodiments. These descriptions are intended solely to explain the principles of the present application and are not to be construed in any way as limiting the scope of protection of the present application. Based on the explanations herein, those skilled in the art will be able to devise other specific implementations of the present application without inventive effort, and such implementations will fall within the scope of protection of the present application.

Claims

1. A channel structure for a ship, characterized in that: include: A plurality of sequentially connected channel portions (100), wherein adjacent channel portions (100) are connected via a protective portion (200); The channel portion (100) comprises: A bottom plate (110) having side plates (120) fixedly connected to its two side edges; and A top plate (130) is parallel to the bottom plate (110) and is fixedly connected to the two side plates (120); The protection part (200) comprises: a protective side plate (210) covering the side plate (120) on the same side of the adjacent channel portion (100), wherein the protective side plate (210) is fixedly connected to the side plate (120) of one channel portion (100) and is not connected to the side plate (120) of the other channel portion (100) and a first gap (300) is retained; a protective top plate (220) covering the two top plates (130) of the adjacent channel portions (100), wherein the protective top plate (220) is fixedly connected to the top plate (130) of one channel portion (100) and is not connected to the top plate (130) of the other channel portion (100) and a second gap (400) is retained; and a blocking portion (230) disposed in the second gap (400); Wherein, adjacent channel portions (100) are spaced apart, and the protective portion (200) covers the spaced area between the two channel portions (100), and adjacent channel portions (100) can be offset along the channel direction of the channel portion (100).

2. The channel structure of a ship according to claim 1, characterized in that: An anti-crack hole (121) is formed at one end of the side plate (120) close to the bottom plate (110), and the anti-crack hole (121) includes an opening (1210); The anti-crack holes (121) on the side panels (120) adjacent to the channel portion (100) are symmetrically arranged.

3. The channel structure of a ship according to claim 1, characterized in that: A pad (240) is provided at the connection between the protective side plate (210) and the side plate (120); The pad (240) is located between the protective side plate (210) and the side plate (120), and the protective side plate (210), the pad (240) and the side plate (120) are fixed by welding.

4. The channel structure of a ship according to claim 1, characterized in that: A bottom waterproof strip (111) is fixedly connected to the bottom plate (110), and is located at the edge of the bottom plate (110) and perpendicular to the side plate (120).

5. The channel structure of a ship according to claim 1, characterized in that: At a non-connected end between the protective top plate (220) and the channel portion (100), the protective top plate (220) extends above the channel portion (100), and an edge of the protective top plate (220) is spaced a first distance from an edge of the top plate (130) corresponding to the channel portion (100); A cavity (221) is provided on one side of the protective top plate (220) close to the channel portion (100); The blocking portion (230) is arranged in the cavity (221).

6. The channel structure of a ship according to claim 1, characterized in that: The blocking portion (230) comprises a top transverse waterproof strip (231) and a top longitudinal waterproof strip (232), wherein the top transverse waterproof strip (231) and the top longitudinal waterproof strip (232) are fixedly connected to the top plate (130), and a third gap (410) is retained between the top transverse waterproof strip (231) and the protective top plate (220).

7. The channel structure of a ship according to claim 1, characterized in that: The protective top plate (220) covers the protective side plates (210).

8. The channel structure of a ship according to claim 1, characterized in that: It also includes a reinforcing rib (500), which is perpendicular to the side plate (120) and connected to the side plate (120) along the edge of the side plate (120).

9. The channel structure of a ship according to claim 1, characterized in that: The distance between the top plates (130) of adjacent channel portions (100) is 80-120 mm.

10. A ship, characterized in that: A channel structure for a ship comprising any one of claims 1 to 9.

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