PASSENGER VESSEL WITH AT LEAST ONE SUPERSTRUCTURE WITH STRUCTURAL BULK

Abstract

The present invention relates to a passenger ship (1) comprising at least one superstructure (3), this superstructure (3) being formed of a plurality of decks (P0-P5) including decks (P1-P4) each having at least one longitudinally oriented passageway (5) and serving a first set of spaces (40) such as cabins located on the port side and a second set of spaces (42) such as cabins located on the starboard side, characterized in that the spaces (40, 42) of at least one of said sets of spaces are provided with a structural bulkhead (70) parallel or substantially parallel to said passageway (5), which extends within the space occupied by these spaces (40, 42). Figure for the abstract: Fig. 1a

Description

Title of the invention: PASSENGER VESSEL COMPRISING AT LEAST ONE SUPERSTRUCTURE WITH STRUCTURAL PARTITION FIELD OF INVENTION

[0001] The present invention relates to a passenger ship which includes at least one superstructure. STATE OF THE ART

[0002] Such a ship includes a main structure delimited by its hull and its first weather deck, above which rises at least one superstructure consisting in particular of an assembly of decks and longitudinal and transverse bulkheads.

[0003] Some of these longitudinal and transverse partitions are said to be "structural", that is to say, they participate in the transfer of the main forces borne by the ship and are sampled accordingly.

[0004] The main stresses borne by the ship are those induced by the swell and the ship's own weight / thrust distribution. These stresses result in, in particular, an overall bending of the ship, the mechanical behavior of which, according to a first approximation, resembles that of a composite I-beam. The parallel flanges of this I are multiple and are formed by the various decks and the bottom planking of the ship.

[0005] For this composite beam to behave effectively in bending, the spacing between the flanges (or deck heights on a ship) must be kept constant, and these flanges must be subjected to tension or compression during bending. It is the role of the web of the I-beam to ensure these essential functions.

[0006] On a ship, maintaining these tween-deck heights is conventionally ensured by the hull planking, structural bulkheads (particularly longitudinal ones) and a network of stanchions. All these elements together play the role of the ship's I-beam.

[0007] When considering the "floating" part of ships, the function of driving the decks is naturally ensured by the hull and the structural longitudinal bulkheads.

[0008] On the other hand, for the superstructure, two solutions exist.

[0009] The first is called "participatory (structure of) planking superstructure" (because they are understood as participating in the structural performance of the ship beam).

[0010] In this case, the drive of the decks is essentially ensured by the "planks" (bulkheads which constitute the outer envelope of the superstructure), which are two longitudinal structural bulkheads on the approach side (starboard and / or port), playing the role of the web of the ship's "I" beam.

[0011] But in the case of a passenger ship superstructure, it is necessary that the cabins have a view, or even access, to the outside (in the form of a balcony, for example).

[0012] To achieve this, glazed cabin windows are integrated into the superstructure planking, thus creating an extremely openwork ship beam core. The drawback of this method is that the glazed surface area is necessarily limited, otherwise the participatory structural function of the planking will be compromised.

[0013] Furthermore, the effectiveness of these superstructure planks, as a ship beam web, is limited and insufficient when said superstructure is too wide. Typically, when the superstructure incorporates within its width more than the space of two cabins and a passageway, the "participatory plank superstructure" solution must be supported by the presence of partially continuous internal longitudinal structural bulkheads.

[0014] The second solution is described as a "participatory central edge superstructure", or, in contrast to the first solution, a "non-participatory (border) (structure) superstructure".

[0015] Here, a central structural edge ensures the drive of the superstructure bridges, and therefore the role of the ship's beam's soul.

[0016] This "central edge" is materialized by the presence of a pair of structural bulkheads made as continuous as possible, sufficiently spaced, and which extend along the longitudinal axis of the ship (vertical structural bulkheads from deck to deck, which take up the shear forces of the ship beam in the superstructure).

[0017] This central edge however creates arrangement constraints which must be taken into account, since the longitudinal structural partitions which constitute it must be as continuous as possible, that is to say with as few cutouts as possible.

[0018] Thus, to limit the number of cuts in the structural partitions forming this central edge, it is customary to use, to constitute this central edge, the longitudinal partition of each of the two longitudinal passageways closest to the axis of the ship.

[0019] To limit the number of openings to be made in this central edge, transverse walkways are created if necessary to access the cabins or rooms located in the central space of the superstructure delimited by the two structural partitions forming the central ridge. Stairs and elevators are usually located in this central section.

[0020] The superstructure cabins of a ship are either assembled on site, bulkhead by bulkhead, or prefabricated, the latter being the most common solution. In the latter case, the term "prefabricated cabin" is used.

[0021] A prefabricated cabin generally comprises four side bulkheads, a ceiling, some furniture, one or more interior partitions, a sanitary unit and, optionally, a floor. This prefabricated cabin rests on the deck.

[0022] The peripheral or internal partitions of a cabin are not structural, that is to say they do not contribute to the strength of the ship's structure.

[0023] When the prefabricated cabin does not include a floor, then the deck plays this role.

[0024] These prefabricated cabins are introduced at a given point on a bridge, then rolled longitudinally and laterally along it until they reach their final position.

[0025] The methods for manufacturing and installing prefabricated cabins are widely known and used in shipbuilding, as they allow for higher quality cabins and generate significant time savings in manufacturing and installation, particularly because these cabins are prefabricated and simply need to be loaded onto a ship's deck and then rolled to their final location. The dimensions of the prefabricated cabins are generally compatible with standard road transport, i.e., without the constraints of an oversized load.

[0026] These two types of ship architecture known from the prior art (participatory planking superstructure or participatory central ridge superstructure) have the advantage of allowing the implementation of complete prefabricated cabins in a single element.

[0027] Indeed, in these two types of ship architecture, no structural bulkhead is present in the footprint of the final position of each cabin, but only stanchions which ensure the function of load transfer between decks and maintenance of the between-deck heights.

[0028] Therefore, whatever the superstructure deck drive solution chosen (participatory planking superstructure or participatory central ridge superstructure), the arrangements of the structural functions (participatory planking structure, structural central ridge) and the fitting-out functions (cabins, passageways, technical rooms) remain clearly separated.

[0029] The advantage of being able to do without a superstructure with participatory planking is undeniable, as it allows for the provision of cabin occupants and public areas, large glazed surfaces opening to the outside to offer a maximum clarity and transparency, as well as the greatest possible view to the outside.

[0030] However, the possibility of dispensing with a superstructure with participatory ribs is conditional upon the presence of a central edge whose structural partitions are sufficiently spaced to ensure the participatory structural function. This is conceivable when the superstructure is sufficiently wide.

[0031] On the other hand, for ships with a narrow superstructure geometry, in which a single central passageway, typically located along the ship's axis, provides access to the two sets of outside cabins on either side (typical case of small ships or so-called U-shaped ships), the creation of a structurally efficient central edge formed from the passageway bulkheads is virtually impossible to achieve because the spacing between these two potential structural bulkheads (i.e. the width of the passageway) is insufficient.

[0032] Furthermore, the two partitions of this central walkway are very deeply cut out to incorporate the cabin doors and technical access to the cabin sanitary facilities on either side. This very high degree of cutout and the small gap between these two walkway partitions do not allow for the integration of effective structural partitions, so this participatory central edge superstructure solution is inapplicable.

[0033] In other words, this solution cannot be applied to small ships or to ships with several narrow superstructures such as "U"-shaped ships, which have two parallel narrow superstructures, separated by a promenade.

[0034] In these conditions, the present invention aims to propose a ship architecture, in which the superstructure(s) is / are devoid of a structural central ridge and structural planking structure.

[0035] But it is understood that this requires recreating a ship beam core capable of fulfilling its structural role without compromising and modifying the current layout of the passageways, rooms and other passenger cabins present in such a superstructure. Description of the invention

[0036] Thus, the present invention relates to a passenger ship which comprises at least one superstructure, this superstructure being formed of a plurality of decks comprising decks each having at least one longitudinally oriented passageway and which serves a first set of premises such as cabins located on the port side and a second set of premises such as cabins located on the starboard side,

[0037] characterized by the fact that the premises of at least one of said sets of premises are provided with a structural partition parallel or substantially parallel to said passageway, which extends into the space occupied by these premises.

[0038] Thanks to the solution of the invention, in the case of a so-called narrow superstructure, the ship beam core, which previously could only be made up of the openwork structural planks, is made up of at least one partition which separates two distinct areas of the cabin (typically the sleeping area from the bathroom area) or of the room, and / or one of the partitions which delimits the passageway, which makes it possible to provide in the cabins or rooms of said superstructure, large glazed surfaces opening to the outside.

[0039] According to other non-limiting and advantageous features of the invention:

[0040] - the structural partition is composed of a coaming under the base of which are fixed several structural partition elements parallel or substantially parallel to said walkway;

[0041] - each of said structural partition elements, along the longitudinal direction of the superstructure, has a length 1 less than the cumulative width of two contiguous rooms;

[0042] - the superstructure comprises a second structural partition, parallel or substantially parallel to said walkway, which extends into the room located on the other side of the walkway opposite the room containing the first structural partition;

[0043] - said structural partition extends into said room, at a distance from said passageway, from so that it delimits, within the said premises, two spaces which communicate with each other;

[0044] - a portion of said partition elements are associated in pairs, so that they form in pairs a single structural partition panel which is common to two neighbouring rooms;

[0045] - the structural bulkheads of each deck of said superstructure are aligned vertically;

[0046] - said premises communicate with the outside of said superstructure by a non-structural external partition wall;

[0047] - each room consists of prefabricated sub-assemblies that are positioned on either side of said structural bulkhead, these two sub-assemblies being configured to be joined on board the ship and form the entirety of said compartment. DESCRIPTION OF FIGURES

[0048] Other features and advantages of the invention will become apparent from the following description of a preferred embodiment of the invention.

[0049] This description is made with reference to the attached drawings in which:

[0050] - [Fig. 1a] is a very schematic and partial cross-sectional view of a ship in accordance with the invention, which comprises a single superstructure;

[0051] - [Fig.lb] is also a very schematic and partial cross-sectional view, of a ship conforming to the invention, which comprises two superstructures separated by a space forming a promenade deck;

[0052] - [Fig.2a] is a schematic front view of a longitudinal structural partition said to be "continuous";

[0053] - [Fig.2b] is a schematic front view of a variant of the partition of [Fig.2a], which is formed of a structural partition with openings in the lower part and a coaming in the upper part, to together reconstitute a structural partition known as "continuous";

[0054] - [Fig.2c] is a schematic front view of yet another embodiment variant of the partition;

[0055] - [Fig.3] is a schematic view of a configuration of cabins contained in a ship. DETAILED DESCRIPTION OF THE INVENTION

[0056] The ship 1 according to the invention, which is represented in the attached [Fig. 1a], comprises a hull 2 ​​(partially visible) formed by an outer envelope called "planking" 21 and which is closed in its upper part by a main deck 20.

[0057] The planking 21 of the hull 2 ​​is structural and contributes to the strength of the ship's beam.

[0058] Above this hull rises a superstructure 3. Fig. 1a represents a cross-section of the ship seen from the rear to the front.

[0059] This general structure is already known from the prior art.

[0060] Although the example shown here shows the presence of a single superstructure, we could nevertheless be dealing, as illustrated in [Fig.lb], with two symmetrical superstructures separated by a space E located at the axis A of the ship.

[0061] The following description will relate only to superstructure 3 of [Fig.1a]. However, what will be said concerning this superstructure 3 applies to both superstructures, in the case of a ship with two symmetrical superstructures, such as that of [Fig.1b].

[0062] In the embodiment shown in [Fig. 1a], the superstructure 3 comprises six bridges PO to P5.

[0063] Among these six decks PO to P5, each deck PI to P4 is arranged similarly. Thus, with reference to the highest deck P4 inside the ship, there is a longitudinal passageway 5, with axis A, which provides access on the one hand to a first set of rooms 40, such as cabins, located to port of the superstructure 3, and that, on the other hand, to a second set of premises 42, such as cabins, located to starboard.

[0064] Hereafter, references 40 and 42 will be used to designate interchangeably a room or a cabin.

[0065] Each cabin 40, respectively 42, has its associated balcony 41, respectively 43. Each cabin 40, respectively 42, is separated from the balcony 41, respectively 43, by a glazed bay 400, respectively 420, which constitutes an element of the outer partition of the superstructure.

[0066] Each room 40, respectively 42, is separated from the longitudinal walkway 5 by a partition / wall 500, respectively 510 of this walkway.

[0067] In the embodiment shown in [Fig.1a], there is within each of the rooms 40 and 42 a structural partition 70 parallel to the axis A forming the core of the ship beam in the superstructure 3, which does not modify the current architecture of the superstructure.

[0068] In this way, the support bedding of bays 400 and 420 can be provided without a structure contributing to the structural performance of the ship beam, which allows for the provision of large openings which significantly contribute to increasing the brightness and the view of the outside from inside the premises 40 or 42.

[0069] Referring again to [Fig.la] and as previously stated, the various bridges of the superstructure 3 have a similar architecture, so that all the structural partitions 70 are preferably aligned vertically, which contributes to the transfer of forces.

[0070] Moreover, and as can be seen in this same figure, the partitions 70 are preferentially in the vertical alignment of longitudinal partitions 22 located in the shell 2, which also contributes to the structural efficiency of the solution.

[0071] Different embodiments of a structural partition 70 are now described, with reference to figures 2a, 2b and 2c, without this being exhaustive.

[0072] The difference between these embodiments lies essentially in the implementation of an intermediate waiting structure such as a coaming H, for reasons of construction cost and ease of construction.

[0073] Referring now to [Fig.2a], we can see from the front only a part of a structural partition 70.

[0074] In this embodiment, this structural partition 70 is a so-called “continuous” structural partition.

[0075] This means that we are dealing with a single metal plate 6 of height h, provided with stiffeners, which extends along the entire length or over a large length, parallel or substantially parallel to the walkway 5, made integral with both the lower deck P4 and the immediately upper deck P5, or at least with several portions of Plate 6, which are joined together by means of a weld line such as line S shown in [Fig. 2a], as well as in [Fig. 2b]. This joint is made in such a way that partition 70 has no interruption.

[0076] In another preferred embodiment of a structural bulkhead 70 shown in [Fig. 2b], this plate 6 is secured to both the lower deck P4 and the immediately upper deck P5, via a coaming H already integrated into the ship's structure, or any other equivalent support structure. This connection is made, for example, by welding.

[0077] It will be noted that in figures 2a, 2b as well as in [Fig.2c], the beams B (perpendicular to the coamings H and to the longitudinal axis A of the ship), which are also part of the structure of the ship, are represented in dotted lines (only a few of them are visible so as not to overload the figures).

[0078] In the example of figures 2a and 2b, illustrating a structural partition 70 located inside a room 40 or 42, openings 60 are provided in the plate 6 of the part of the structural partition 70 which is visible, which allow communication between the two spaces 401 and 402 of the same room (see [Fig.la]).

[0079] These openings 60 are made, for example, by cutting the plate 6, before or after its assembly. With reference to Figures 2a and 2b, they extend only over part of the height of the partition when the pier height h allows it.

[0080] In another preferred embodiment of the structural partition 70 shown in [Fig.2c], in the case where, for example, the height between decks is low, the openings 60 extend to the waiting structure, i.e. in this illustrated embodiment, the coaming H.

[0081] The structural partition 70 is thus made up of a waiting structure, typically a coaming H, attached to structural partition elements 7, each of which (i.e. taken individually), according to the longitudinal direction of the superstructure, has a length 1 less than the cumulative width of two contiguous rooms 40, respectively 42.

[0082] Thus, in a way, these elements 7 associated with the coaming H (or any other equivalent waiting structure) together reconstitute a "continuous" structural partition 70 equivalent to that illustrated in [Fig.2a] or 2b.

[0083] These elements 7 are preferably fixed to the coaming H by welding or by any other method of fixing known to a person skilled in the art.

[0084] Figure 3 shows a possible layout of passenger cabins inside a narrow superstructure 3.

[0085] Thus, we have here, on either side of the longitudinal passageway 5, a cabin 40 located on the port side of the superstructure 3 and a cabin 42 on the starboard side, cabins 40 and 42 are of similar width and length.

[0086] This particular arrangement is repeated a number of times over the entire surface of the decks of the superstructure 3.

[0087] The structural partition 70 located inside the room 40, respectively of the room 42, consists of a plate 6 in accordance with the embodiment of [Fig.2a] or 2b, plate 6 in which an opening 60 has been provided to allow passage between the zone 401 / 421 and the zone 402 / 422 of the cabin 40 / 42.

[0088] However, it is possible to consider that the structural partition 70 is manufactured in the manner described with reference to [Fig.2c].

[0089] The walls 500 and 510 of the passageway 5, which are not structural partitions 70, are simple partition walls of the lining type for example, known from the state of the art.

[0090] Here, the structural partitions 70 are brought inside the space occupied by the cabins 40 and 42, parallel or substantially parallel to the longitudinal axis A of the ship, at the level of the separations between the bathroom area 401 / 421 and the sleeping area 402 / 422.

[0091] If, in practice, it is structurally advantageous for these two internal bulkheads 70 to be structural and contribute to the overall strength of the ship, it may prove sufficient for only one of these internal bulkheads to be structural and constructed in accordance with one of the embodiments illustrated in Figures 2a, 2b and 2c.

[0092] The integration of these structural partitions 70 within the space occupied by cabins 40 and 42 can a priori be considered a disadvantage since it prevents the implementation of the classic boarding method of prefabricated cabins in one element.

[0093] In the embodiment of [Fig.3], this method cannot be applied because the presence of the structural partition 70 prevents the installation of the prefabricated cabins in one element.

[0094] Under these conditions, the cabin is prefabricated in two separate parts, which are put in place on either side of the structural partition 70. However, and as illustrated in [Fig.3], care is taken to ensure that these structural partitions 70 are placed in a location where a non-structural partition would inevitably already be present, so as not to alter the general arrangement of the cabins.

[0095] In the present case, the structural partition 70 occupies all or part of the non-structural partition which usually separates the bathroom 401 from the sleeping area 402 of the cabin.

[0096] Since each of the two parts of a cabin can be transported individually, this construction method of cabins in two parts makes it possible to consider prefabricated cabins thus reconstituted, whose final size would exceed the dimensions of prefabricated cabins made up of a single element (generally limited by the dimensions of prefabrication lines, the geometric control of long prefabricated cabins for rolling, the constraints of rolling inside the ship, or even the limitation of the dimensions of traditional road transport).

[0097] Of course, whatever the envisaged embodiment of the present invention, for the construction principles of the structural partitions 70, these can be covered with a lining, so as to visually give them the appearance of a non-structural partition.

Claims

Demands

1. A passenger ship (1) which has at least one superstructure (3), this superstructure (3) being formed of a plurality of decks (P0-P5) comprising decks (P1-P4) each having at least one longitudinally directed passageway (5) and which serves a first set of rooms (40) such as cabins located on the port side and a second set of rooms (42) such as cabins located on the starboard side, characterized in that the rooms (40,42) of at least one of said sets of rooms are provided with a structural bulkhead (70) parallel or substantially parallel to said passageway (5), which extends inside the space occupied by these rooms (40,42).

2. Vessel (1) according to claim 1, characterized in that the structural bulkhead (70) is composed of a coaming (H) under the base of which are fixed several structural bulkhead elements (6,7) parallel or substantially parallel to said passageway (5).

3. Vessel (1) according to claim 2, characterized in that each of said structural bulkhead elements (70), along the longitudinal direction of the superstructure (3), has a length 1 less than the cumulative width of two contiguous rooms (40, 42).

4. Vessel (1) according to any one of claims 1 to 3, characterized in that the superstructure (3) comprises a second structural bulkhead (70), parallel or substantially parallel to said passageway (5), which extends into the room (40,42) located on the other side of the passageway (5) opposite the room (40,42) containing the first structural bulkhead (70).

5. Vessel (1) according to any one of claims 1 to 4, characterized in that said structural bulkhead (70) extends into said room (40; 42), at a distance from said passageway (5), so that it delimits, within said room (40,42), two spaces (401,402; 421,422) which communicate with each other.

6. Vessel (1) according to any one of claims 1 to 5, characterized in that the structural bulkheads (70) of each deck (P1-P4) of said superstructure (3) are vertically aligned.

7. Vessel (1) according to any one of claims 1 to 6, characterized in that said premises (40,42) communicate with the outside of said superstructure (3) by means of an external non-structural separation bulkhead (400,420). 12

8. Vessel (1) according to any one of claims 1 to 7, characterized in that each room (40,42) is made up of prefabricated sub-assemblies (401,402; 421,422) positioned on either side of said structural bulkhead (70), these two sub-assemblies being shaped to be joined on board the vessel (1) and to form the entirety of said room (40,42).

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