Passage structure of a ship and ship

Abstract

The application discloses a passage structure of a ship and the ship. The passage structure of the ship comprises a plurality of sequentially connected passage sections, and adjacent passage sections are connected through a protection section. The passage section comprises a bottom plate, a side plate and a top plate. The protection section comprises a protection side plate, which covers the side plates on the same side of adjacent passage sections, and the protection side plate is fixedly connected to the side plate of one passage section and is in a non-connected state with the side plate of another passage section and leaves a first gap; a protection top plate, which covers the two top plates of adjacent passage sections, and the protection top plate is fixedly connected to the top plate of one passage section and is in a non-connected state with the top plate of another passage section and leaves a second gap; and a blocking section. Wherein, adjacent passage sections are arranged at intervals and can be offset along the passage direction of the passage section. The application can meet the functions of rainproof, waterproof, sunproof, drop-proof and passage, and has the ability to adapt to the deformation of the ship body.

Description

Technical Field

[0001] This application relates to the field of ship passage technology, and in particular to a ship passage structure and a ship. Background Technology

[0002] In ship design and construction, open areas such as the decks of cargo ships and oil tankers, as well as the open car decks of passenger ro-ro ships, require passageways of appropriate length based on actual operational needs to ensure safe passage for personnel. Meanwhile, some ship owners have specified requirements for these passageways to be rainproof, waterproof, sunproof, and prevent the falling of personnel or items. Therefore, existing technologies typically employ enclosed steel plate structures as the main body of the passageway, which are then welded and fixed to the main hull. Since the aforementioned functions only require basic structural protection, thinner steel plates can meet the usage requirements and, to a certain extent, control costs and weight.

[0003] However, existing technologies have significant limitations in practical applications: For shorter passageways, the overall deformation in the area is relatively small, and thinner steel plates can function stably by being welded to the hull. However, for longer passageways (such as those spanning 1 / 4 or even 1 / 2 of the ship's length), after being welded to the main hull, they will deform synchronously with the hull. When a ship is sailing at sea, it is affected by complex sea conditions such as waves and loads, and the main hull will inevitably experience various deformations such as sagging, camber, and lateral bending. The thickness of the main hull plates is optimized through finite element analysis to accommodate these deformations. The thin plates used for passageways, due to their low stiffness, cannot withstand the stress and strain caused by large hull deformations and are prone to tearing and failure during the deformation process, leading to passageway failure and even affecting the overall safety of the ship. Summary of the Invention

[0004] The purpose of this invention is to provide a channel structure and a vessel that can solve the aforementioned problems existing in the prior art.

[0005] To achieve the above objectives, this application adopts the following technical solution: On the one hand, a passageway structure for a ship is provided, which includes: Multiple channel sections are connected in sequence, and adjacent channel sections are connected by protective sections; The channel section includes: The base plate has side plates fixedly connected to its two edges; and The top plate is parallel to the bottom plate and is fixedly connected to the two side plates; The protective part includes: A protective side panel covers the side panel on the same side of an adjacent passage section, and the protective side panel is fixedly connected to the side panel of one passage section, and is not connected to the side panel of the other passage section and retains a first gap; A protective top plate covers two top plates of adjacent passage sections. The protective top plate is fixedly connected to the top plate of one passage section, and is not connected to the top plate of the other passage section, maintaining a second gap. A blocking part is disposed within the second gap; The adjacent channel sections are spaced apart, and the protective section covers the spaced area between the two channel sections, and the adjacent channel sections can be offset along the channel direction.

[0006] Preferably, the side plate has a crack-prevention hole at one end near the bottom plate, and the crack-prevention hole includes an opening; Anti-crack holes are symmetrically arranged on the side plates of adjacent channel sections.

[0007] Preferably, a pad is provided at the connection between the protective side plate and the side panel; 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 together by welding.

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

[0009] Preferably, at the non-connecting end of the protective top plate and the channel portion, the protective top plate extends above the channel portion, and the edge of the protective top plate is a first distance away from the edge of the top plate corresponding to the channel portion, and a cavity is formed on the side of the protective top plate near the channel portion, and the cavity is located within the range of the second gap; The blocking part is disposed in the cavity.

[0010] Preferably, the blocking part includes a top horizontal waterproof strip and a top vertical waterproof strip, which are fixedly connected to the top plate, and a third gap is maintained between the top horizontal waterproof strip and the protective top plate.

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

[0012] Preferably, it also includes reinforcing ribs that are perpendicular to the side plate and connected to the side plate along the edge of the side plate.

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

[0014] On the other hand, this disclosure also provides a vessel that includes the passageway structure of the vessel as described in any of the preceding claims.

[0015] The beneficial effects of this application are as follows: 1. By adopting a flexible connection mode for ship passageways, the traditional rigid monolithic structure is transformed into a modular system that can be relatively displaced. This can effectively improve the mechanical damage to the passageway structure caused by hull deformation.

[0016] 2. The multiple passageways are connected by protective sections to maintain the continuity of the passageway. At the same time, the segmented flexible connections can buffer the transmission of hull vibrations, reducing the feeling of bumps during passage. Combined with the rainproof, waterproof, and sunproof functions that create a dry and constant temperature environment, the comfort of personnel passing through is significantly improved.

[0017] 3. By covering the gap between adjacent side panels with protective side panels, fixing one end and leaving a first gap at the other end, the design not only blocks the intrusion of lateral wind and rain and the risk of personnel falling, but also leaves space for the passage to shift; the pad plate and welding fixation enhance the connection strength and prevent water seepage at the joint.

[0018] 4. The protective top plate covers the top gap and extends to the passageway, forming an "eaves-like" coverage. Combined with the horizontal / vertical waterproof strips inside the cavity, this creates a triple defense line of "shielding-interception-sealing," precisely preventing rainwater from seeping in through the second gap and adapting to the complex wind and rain environment of a ship. Furthermore, the design of the protective top plate covering the protective side plates eliminates blind spots, forming a closed protective space and ensuring that the rainproof, waterproof, sunproof, and anti-fall functions remain stable and effective even during relative movement within the passageway. Attached Figure Description

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

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

[0021] In the picture: Channel section; 110, bottom plate; 111, bottom waterproof strip; 120, side plate; 121, anti-crack hole; 1210, opening; 130, top plate; 200, protective section; 210, protective side plate; 220, protective top plate; 221, cavity; 230, blocking section; 231, top transverse waterproof strip; 232, top longitudinal waterproof strip; 240, pad plate; 300, First gap; 400, Second gap; 410, Third gap; 500. Reinforcing ribs. Detailed Implementation

[0022] To make the technical problems solved by this application, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of this application are further described in detail below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0025] Please see Figures 1 to 8This disclosure provides a vessel with a passageway of a certain length for convenient personnel passage. The passageway of the vessel of this disclosure adopts a passageway structure, which can effectively adapt to the mechanical challenges brought about by hull deformation, and can meet the functions of rainproof, waterproof, sunproof, anti-fall-off and passage, while having the ability to adapt to hull deformation.

[0026] Specifically, the ship's passageway structure includes multiple sequentially connected passageway sections 100 and protective sections 200 disposed between adjacent passageway sections 100. By dividing a certain length of ship passageway into multiple sequentially connected passageway sections 100, the ship's passageway is changed from a rigid structure to a flexible connection, thereby effectively adapting to the deformation of the hull. Specifically, the length of the passageway section 100 is allowed to be 1 / 15 of the ship's length, but is not limited to this and can be determined according to actual needs.

[0027] Understandably, by using a segmented, flexible connection design for the multiple passage sections 100, the overall rigid structure is transformed into a modular structure capable of relative displacement. Each passage section 100 can absorb the stress generated by hull deformation through minute relative movements, avoiding "hard-on-hard" damage under rigid constraints. The multiple passage sections 100 are connected sequentially, and the continuity of the passage path is ensured through the transition connection of the protective section 200.

[0028] Meanwhile, the segmented flexible connection of the passageway section 100 reduces the transmission of hull vibrations to the passageway, minimizing the bumpy feeling during passage. The stable performance of rainproof, waterproof, and sunproof functions ensures the passageway remains dry and at a suitable temperature, preventing extreme environments from interfering with passenger passage and improving comfort.

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

[0030] Specifically, the passageway 100 includes a base plate 110, side plates 120, and a top plate 130. The side plates 120 are fixedly connected to the two edges of the base plate 110, and the top plate 130 is disposed on the two side plates 120. Therefore, the base plate 110, side plates 120, and top plate 130 enclose a passageway area of ​​the passageway 100, allowing personnel to pass through. It is understood that the two side plates 120 are arranged parallel to each other, as are the top plate 130 and the base plate 110. The passageway area is rectangular, facilitating personnel passage. A bottom waterproof strip 111 is fixedly connected to the base plate 110, located at the edge of the base plate 110 and perpendicular to the side plates 120.

[0031] It is important to note that adjacent passage sections 100 are spaced apart, meaning that two adjacent passage sections 100 are not connected, thus achieving a flexible connection for the ship's passageways during installation. Therefore, when the ship's hull deforms, adjacent passage sections 100 can shift along the direction of the passage section 100 to accommodate the hull deformation.

[0032] The passageway 100 is enclosed by a fixed connection structure consisting of a base plate 110, two side plates 120, and a top plate 130, forming a regular rectangular passageway area. The parallel design of the two side plates 120 and the parallel design of the top plate 130 to the base plate 110 results in a standard rectangular cross-section for the passageway. This not only provides a square, open space without sharp corners for pedestrian passage, reducing the risk of bumps and collisions, but also facilitates the movement of carrying tools, equipment, and other items. Furthermore, the symmetry and regularity of the rectangular structure allow for higher utilization of the internal space of the passageway.

[0033] Furthermore, by using non-connected spacing between adjacent channel sections 100, the rigid constraint between adjacent channel sections 100 is completely eliminated. When the hull deforms, adjacent channel sections 100 can freely generate slight offsets along the channel extension direction without overcoming the resistance of the connecting structure, thus more efficiently absorbing the stress generated by hull expansion, contraction, bending and other deformations.

[0034] Meanwhile, the spacing design makes each channel section 100 a relatively independent stress-bearing unit, distributing deformation impacts across the gaps between sections. Even if a local channel section 100 shifts due to deformation, the impact will not be transmitted to other sections through rigid connections, ensuring the overall stability of the channel. The non-connected spacing between adjacent channel sections 100 frees the entire channel system from rigid constraints, forming a dynamically adjustable flexible structure. When the hull deforms, each channel section 100 achieves "segmental adaptation and overall coordination" through independent shifting, ensuring the stability of individual sections while allowing the entire channel to flexibly "compromise" with hull deformation. This achieves the dual advantages of "rigidity protecting itself and flexibility protecting the whole" at the structural level.

[0035] Furthermore, the protective section 200 covers the gap area between the two channel sections 100 to protect the gap area between adjacent channel sections 100 and meet the functions of rainproof, waterproof, sunproof and dropproof.

[0036] In one embodiment, the protective part 200 includes a protective side plate 210, a protective top plate 220, and a blocking part 230. The protective side plate 210 covers the side plate 120 on the same side of the adjacent passage part 100, and the protective side plate 210 is fixedly connected to the side plate 120 of one passage part 100, and is not connected to the side plate 120 of the other passage part 100 and maintains a first gap 300.

[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 not connected to the top plate 130 of the other channel section 100, maintaining a second gap 400. Preferably, the second gap 400 can be 25mm.

[0038] The blocking part 230 is provided in the second gap 400. By providing the blocking part 230 in the second gap 400, rainwater is prevented from entering the channel in the channel part 100 through the second gap 400.

[0039] Furthermore, the protective side plate 210 is connected to the side plate 120, and 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 together by welding. The pad 240 can be 4mm thick, ensuring that the first gap 300 between the protective side plate 210 and the side plate 120 is 4mm. By providing the pad 240, interference and collision between the cover plate and the side wall can be prevented when the two channel sections 100 deform relative to each other, thus preventing damage to the paint and rust.

[0040] At the non-connecting end of 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 at a first distance from the edge of the corresponding top plate 130 of the channel portion 100, which can effectively cover the channel portion 100, thereby improving the waterproof effect. Preferably, the first distance can be 100mm, but it is not limited to this and can be determined according to actual needs.

[0041] It should be noted that a cavity 221 is provided on the side of the protective top plate 220 near the channel section 100. The cavity 221 is located within the range of the second gap 400, and the blocking part 230 is provided inside the cavity 221. By providing the blocking part 230, rainwater is prevented from entering the channel section 100 through the gap between the protective top plate 220 and the top plate 130.

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

[0043] Understandably, the protective section 200 achieves seamless coverage of the adjacent passage section 100 interval area through the layered structure of the protective side plate 210, the protective top plate 220 and the blocking section 230, accurately matching the needs of rainproof, waterproof, sunproof and drop prevention in all scenarios.

[0044] The protective side panel 210 covers the gap between the side panel 120 on the same side. Through the non-connection design of the fixed end and the movable end, it blocks the lateral wind and rain intrusion path without obstructing the relative offset of the passage 100. Together with the side panel 120, it forms a continuous lateral barrier to prevent people from falling accidentally.

[0045] The protective top plate 220 covers the top gap, and the second gap 400 between the fixed end and the movable end forms a double defense line of physical barrier and gap sealing through the blocking part 230. The protective top plate 220 blocks direct sunlight, and the waterproof strip intercepts rainwater seepage, solving the problem of easy water leakage at the top of the traditional segmented structure.

[0046] The connection design between the protective side plate 210 and the protective top plate 220 forms a closed protective space, completely enclosing the interval area, avoiding functional gaps caused by the failure of a single structure, and ensuring that no matter which direction the wind and rain come from, they can be blocked step by step by the multi-layer structure.

[0047] The cooperation between the first gap 300 and the second gap 400 of the protective part 200 and the blocking part 230 achieves a dynamic balance of "flexible deformation compatibility + sealing without failure". The first gap 300 between the protective side plate 210 and the other side plate 120, and the second gap 400 between the protective top plate 220 and the other top plate 130, provide movement space for the relative offset of adjacent channel parts 100, preventing the protective part 200 from being pulled or squeezed and damaged due to the deformation of the channel part 100, and ensuring the durability of the protective structure itself.

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

[0049] The protective top plate 220 extends a first distance towards the channel section 100, forming an "eaves"-like coverage, extending the path of rainwater dripping and reducing the amount of water that directly seeps into the gaps. The baffle section 230 set inside the cavity 221 utilizes the spatial structure to form a waterproof channel. Rainwater must overcome the double obstruction of the cavity 221 wall and the waterproof strip to enter the channel, significantly improving the waterproof level.

[0050] The combination of horizontal and vertical waterproof strips at the top intercepts water flow from different directions. Compared to a single-direction waterproof structure, it can adapt to the complex angles of wind and rain during ship navigation, further reducing the probability of leakage.

[0051] Both the protective side plate 210 and the protective top plate 220 adopt a "single-end fixed + other end non-connected" mode. The fixed end ensures the basic stability of the protective structure, while the non-connected end reserves deformation space through gaps, making the protective part 200 a "dynamically adjustable protective layer that moves with the passage part 100" rather than a rigid constraint. The non-contact design of the blocking part 230 completely eliminates the obstruction of the protective structure to the relative movement of the passage part 100, ensuring that the protective part 200 and the passage part 100 can undergo synchronous slight displacement when the hull deforms, thus maintaining the protective function without weakening the stress absorption capacity of the overall flexible connection.

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

[0053] In one embodiment, a reinforcing rib 500 is vertically provided on the side plate 120, and the reinforcing rib 500 is connected to the side plate 120 along its edge. The reinforcing rib 500, through its "vertical + edge-distributed" design, effectively forms a "skeleton support" on the surface of the side plate 120, significantly improving the bending and torsional strength of the side plate 120. Especially when hull deformation causes relative displacement of the passageway 100, it can resist lateral impact forces, preventing the side plate 120 from bending or wrinkling due to excessive force, thus ensuring the integrity of lateral protection.

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

[0055] Meanwhile, a crack-prevention hole 121 is provided at one end of the side plate 120 near the bottom plate 110, and the crack-prevention hole 121 includes an opening 1210. The crack-prevention holes 121 on the side plates 120 of adjacent channel portions 100 are symmetrically arranged. It can be understood that the corner where the side plate 120 connects to the bottom plate 110 is a stress concentration area during deformation. The crack-prevention hole 121 provides a small deformation space for the material by opening the opening 1210, which can effectively release residual welding stress or additional stress generated by hull deformation, and avoid the initiation of cracks caused by stress accumulation. If a small crack appears in the side plate 120, the opening 1210 of the crack-prevention hole 121 can change the direction of crack propagation and prevent the crack from spreading along the length of the side plate 120, thus playing a "damage-stopping" role. Meanwhile, the anti-crack holes 121 of the side plates 120 of the adjacent channel section 100 are symmetrically arranged so that the stress release areas on both sides correspond to each other. When the channel section 100 is offset relative to each other, the stress on both sides can be buffered by the symmetrical structure, reducing the structural damage caused by excessive stress on one side and improving the overall crack resistance coordination.

[0056] In summary, this disclosure provides a passageway structure for a ship and a ship including the same, which transforms a traditional rigid monolithic structure into a modular system capable of relative displacement by employing a flexible connection mode for the ship's passageway. This effectively mitigates the mechanical damage to the passageway structure caused by hull deformation. Multiple passageway sections 100 are connected by protective sections 200, maintaining the continuity of the passageway. Simultaneously, the segmented flexible connection buffers the transmission of hull vibrations, reducing the turbulence during passage. Combined with rainproof, waterproof, and sunproof features that create a dry and constant-temperature environment, this significantly improves the comfort of personnel during passage.

[0057] By covering the adjacent side panels 120 with the protective side panel 210, and fixing one end while leaving a first gap 300 at the other end, the design not only blocks the intrusion of lateral wind and rain and the risk of personnel falling, but also leaves space for the offset of the passage section 100; the pad 240 is fixed by welding to enhance the connection strength and prevent water seepage at the joint.

[0058] The protective top plate 220 covers the top gap and extends to the passage 100 to form an "eaves-like" cover. Combined with the horizontal / vertical waterproof strips inside the cavity 221, this creates a triple defense line of "shielding-interception-sealing," precisely preventing rainwater from seeping in through the second gap 400, adapting to the complex wind and rain environment of a ship. Furthermore, the connection design of the protective top plate 220 covering the protective side plate 210 eliminates blind spots, forming a closed protective space, ensuring that the rainproof, waterproof, sunproof, and anti-fall functions remain stable and effective even during relative movement of the passage 100.

[0059] In the description herein, it should be understood that the terms "upper," "lower," "left," "right," and other orientations or positional relationships are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no special meaning.

[0060] In the description of this specification, references to terms such as "an embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0061] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0062] The technical principles of this application have been described above with reference to specific embodiments. These descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, those skilled in the art can readily conceive of other specific embodiments of this application without inventive effort, and these embodiments will all fall within the scope of protection of this application.

Claims

1. A passageway structure for a ship, characterized in that, include: Multiple sequentially connected channel sections (100) are connected to adjacent channel sections (100) via protective sections (200); each channel section (100) includes: a bottom plate (110) with side plates (120) fixedly connected to its two side edges; and a top plate (130) parallel to the bottom plate (110) and fixedly connected to the two side plates (120); the protective section (200) includes: a protective side plate (210) covering the side plates (120) on the same side of adjacent channel sections (100), and the protective side plate (210) is fixedly connected to the side plate (120) of one channel section (100), and is not connected to the side plate (120) of another channel section (100) and retains a first gap (300); and a protective top plate (220) covering the two top plates (130) of adjacent channel sections (100). 0), the protective top plate (220) is fixedly connected to the top plate (130) of one of the channel portions (100), and is not connected to the top plate (130) of the other channel portion (100) and retains a second gap (400); and the blocking part (230) is disposed in the second gap (400); wherein, the adjacent channel portions (100) are spaced apart, and the protective part (200) covers the spaced area between the two channel portions (100), and the adjacent channel portions (100) can be offset along the channel direction of the channel portion (100); the side plate (120) is provided with a crack-proof hole (121) at one end near the bottom plate (110), and the crack-proof hole (121) includes an opening (1210); the crack-proof holes (121) on the side plates (120) of the adjacent channel portions (100) are symmetrically arranged.

2. The ship's passageway structure 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 together by welding.

3. The ship's passageway structure according to claim 1, characterized in that, 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 plate (120).

4. The ship's passageway structure according to claim 1, characterized in that, At the non-connecting ends of 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 a first distance away from the edge of the top plate (130) corresponding to the channel portion (100); a cavity (221) is provided on the side of the protective top plate (220) near the channel portion (100), and the cavity (221) is located within the range of the second gap (400); the blocking portion (230) is disposed in the cavity (221).

5. The ship's passageway structure according to claim 1, characterized in that, The blocking part (230) includes a top horizontal waterproof strip (231) and a top vertical waterproof strip (232), which are fixedly connected to the top plate (130), and a third gap (410) is maintained between the top horizontal waterproof strip (231) and the protective top plate (220).

6. The passageway structure of the ship according to claim 1, characterized in that, The protective top plate (220) covers the protective side plate (210).

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

8. The ship's passageway structure according to claim 1, characterized in that, The distance between the top plates (130) of adjacent channel sections (100) is 80~120mm.

9. A ship, characterized in that, Includes the passageway structure of a ship as described in any one of claims 1 to 8 above.

Images