Ship superstructure area pillar connecting structure and cruise ship thereof

Abstract

The invention provides a ship superstructure area strut connecting structure and a cruise ship thereof. The ship superstructure area strut connecting structure comprises a deck layer; a wing plate of the first T-shaped profile is connected with the deck layer; the second T-shaped section bar and the first T-shaped section bar are connected with each other at an included angle; one end of the first supporting column is arranged at the intersection of the first T-shaped section bar and the second T-shaped section bar and is connected with a web plate of the first T-shaped section bar; one end of the second supporting column is arranged on the deck layer, and the geometric center lines of the first supporting column and the second supporting column are arranged in a staggered mode. By means of the structure capable of guaranteeing the strength and staggered arrangement of geometric center lines, the purpose that complete vertical design cannot be achieved is achieved, and the technical problem that when a ship cabin is arranged, stand columns between multiple layers of decks cannot be completely vertically arranged, and consequently the structural strength cannot meet the strength requirement is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of shipbuilding, in particular to a ship superstructure area column connection structure. BACKGROUND

[0002] As a layout ship, cruise ship has only a small number of local transverse bulkhead and longitudinal bulkhead structures to meet the requirements of cabin and public area layout. As a main support component, column bears and transmits the load from the upper deck to the lower deck, provides main vertical support and resists hull deformation.

[0003] Generally, the column is located on a vertical line from the upper deck to the lower deck to better bear and transmit the load. However, due to the special layout requirements of public area and cabin, the columns in the superstructure area of the cruise ship cannot be arranged on the same vertical line.

[0004] There is an urgent need for a ship superstructure area column connection structure to solve the technical problem that the columns between multiple decks cannot be completely vertically arranged when arranging the cabin of the ship, resulting in that the structural strength cannot meet the strength requirement. SUMMARY

[0005] In an embodiment, the present application provides a ship superstructure area column connection structure, which is arranged by ensuring the strength of the structure and the geometric center line staggered arrangement to meet the purpose of not being completely vertically designed, and helps to solve the technical problem that the columns between multiple decks cannot be completely vertically arranged when arranging the cabin of the ship, resulting in that the structural strength cannot meet the strength requirement.

[0006] The ship superstructure area column connection structure comprises:

[0007] a deck layer;

[0008] a first T-shaped profile, the wing plate of which is connected with the deck layer;

[0009] a second T-shaped profile, which is connected with the first T-shaped profile at an included angle;

[0010] a first column, one end of which is arranged at the intersection of the first T-shaped profile and the second T-shaped profile, and the web of the first T-shaped profile is connected with the first column;

[0011] a second column, one end of which is arranged on the deck layer, and the geometric center lines of the first column and the second column are staggered arranged.

[0012] In an embodiment, the top of the first column is a horn mouth, and the opening of the horn mouth is connected with the web of the second T-shaped profile.

[0013] In an embodiment, the first pillar section is an H-shaped structure, and wings are arranged on both sides of the H-shaped structure.

[0014] In an embodiment, the width of the web portion of the first T-shaped section is increased at the trumpet mouth.

[0015] In an embodiment, the first T-shaped section and the second T-shaped section are arranged at an angle of 90 degrees, and reinforcing flat steels are arranged on both sides of the wings of the first T-shaped section.

[0016] In an embodiment, the second pillar is a column, and the bottom of the column is fixedly connected to the deck layer through a pad.

[0017] In an embodiment, a plurality of reinforcing flat steels are arranged on both sides of the web of the second pillar, and the plurality of reinforcing flat steels are arranged longitudinally and transversely, and the reinforcing flat steels arranged longitudinally are arranged at an angle with the horizontal.

[0018] In an embodiment, the geometric center lines of the first pillar and the second pillar are arranged on the center line of the web of the first T-shaped section in the length direction of the first T-shaped section.

[0019] In an embodiment, the top of the first pillar is connected to the first T-shaped section, the bottom of the top of the first pillar is connected to the lower deck, and the top of the second pillar is connected to the upper deck.

[0020] In an embodiment, the application further provides a cruise ship having a ship-built area pillar connection structure, and the cruise ship has the ship-built area pillar connection structure. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 FIG. 1 is a schematic view of a ship-built area pillar connection structure according to an embodiment of the application;

[0022] Figure 2 FIG. 2 is a schematic view of a ship-built area pillar connection structure according to another embodiment of the application; Figure 1 FIG. 3 is a schematic view of an A-A cross section of the ship-built area pillar connection structure according to the embodiment of the application;

[0023] Figure 3 FIG. 4 is a schematic view of a B-B cross section of the ship-built area pillar connection structure according to another embodiment of the application; Figure 1

[0024] FIG. 5 is a schematic view of a C-C cross section of the ship-built area pillar connection structure according to another embodiment of the application; Figure 4 Figure 1 FIG. 6 is a schematic view of a D-D cross section of the ship-built area pillar connection structure according to another embodiment of the application;

[0025] Figure 5 Figure 1 FIG. 7 is a schematic view of an E-E cross section of the ship-built area pillar connection structure according to another embodiment of the application;

[0026] REFERENCE SIGNS

[0027] Deck layer 1​​

[0028] first T-profile 2

[0029] second T-profile 3

[0030] first strut 4

[0031] second strut 5

[0032] pad 51

[0033] lower deck 10

[0034] upper deck 20 DETAILED DESCRIPTION

[0035] In order for the technical solutions of the present application to be better understood, the present application will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0036] The various aspects and features of the present application are described herein with reference to the accompanying drawings.

[0037] These and other characteristics of the present application will become apparent from the following description of the preferred forms given, by way of non-limiting example, with reference to the attached drawings.

[0038] It is also to be understood that even though a number of embodiments of the present application have been described herein, the application covers all possible combinations and sub-combinations of the various features and characteristics described herein.

[0039] The above and other aspects, features and advantages of the present application will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which:

[0040] Specific embodiments of the present application are described herein with reference to the accompanying drawings. However, it is to be understood that the embodiments are merely exemplary of the present application and can be embodied in various forms. Not all of the functions and structures described herein are necessary to practice the present application and therefore should not be necessarily interpreted as essential elements of the present application. The specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present application in virtually any appropriately detailed structure. The terms of degree such as "substantially" and "approximately" as used herein mean being within 10%, preferably within 1%, and more preferably within 0.5% of a given value or range.

[0041] The specification can use phrases such as "in one embodiment", "in another embodiment", "in yet another embodiment", or "in other embodiments", which can refer to one or more of the same or different embodiments of the application.

[0042] When arranging such a support, the supports of the upper and lower layers are misaligned, so a special support connection form needs to be designed to ensure that the load can be transmitted through the supports.

[0043] Figure 1 A schematic view of a support connection structure in a shipbuilding area according to an embodiment of the present application; Figure 2 A schematic view of a support connection structure in a shipbuilding area according to another embodiment of the present application; Figure 1 A schematic view of a section A-A in the above embodiment; Figure 3 A schematic view of a support connection structure in a shipbuilding area according to another embodiment of the present application; Figure 1 A schematic view of a section B-B in the above embodiment; Figure 4 A schematic view of a support connection structure in a shipbuilding area according to another embodiment of the present application; Figure 1 A schematic view of a section C-C in the above embodiment; Figure 5 A schematic view of a support connection structure in a shipbuilding area according to another embodiment of the present application; Figure 1 A schematic view of a section D-D in the above embodiment; as Figures 1 to 5 shown in an embodiment, the present application provides a support connection structure in a shipbuilding area, which comprises:

[0044] a deck layer 1;

[0045] a first T-shaped profile 2, the wing plate of which is connected with the deck layer;

[0046] a second T-shaped profile 3, which is connected with the first T-shaped profile 2 at an included angle;

[0047] a first support 4, one end of which is arranged at the intersection of the first T-shaped profile 2 and the second T-shaped profile 3, and the web of the first T-shaped profile 2 is connected with the first support 4;

[0048] a second support 5, one end of which is arranged on the deck layer 1, and the geometric center lines of the first support 4 and the second support 5 are staggered.

[0049] In an embodiment, the top of the first support 4 is a trumpet mouth, and the opening of the trumpet mouth is connected with the web of the second T-shaped profile 2.

[0050] In an embodiment, the cross section of the first support 4 is H-shaped structure, and the two sides are provided with wing plates.

[0051] What are the benefits of using misaligned supports between multiple decks on a mail boat in this embodiment, and what is the significance of applying such a misaligned structure to a mail boat?

[0052] Maximize the open space without columns

[0053] This is the most core and direct benefit. Misaligned support layout means that on each deck, the supports are not aligned vertically, thus creating a larger and more continuous barrier-free space on each deck.

[0054] Contrast to traditional alignment: If the pillars are strictly aligned from bottom to top, a continuous "load-bearing wall" is formed, which severely partitions the space of each deck.

[0055] Advantages of staggered alignment: Since the pillars are staggered from deck to deck, the designer can place the open areas of the upper deck in the positions with pillars in the lower deck, and vice versa. In this way, on any single deck, the view and activity area are not blocked by the dense column groups.

[0056] Enhance structural redundancy and overall strength

[0057] Although it may sound counter-intuitive, a staggered layout calculated with precision can enhance the overall structural rigidity of the hull.

[0058] Disperse stress: A ship will experience various complex stresses during navigation, such as bending, twisting (distortion), and vibration caused by waves. Staggered pillars can more effectively disperse these forces into a wider hull structure (such as the deck, side, and keel), avoiding stress concentration on a few vertical lines.

[0059] Improve torsional rigidity: When the hull twists, staggered pillars work like a three-dimensional grid, providing better resistance to deformation than simply vertical pillars.

[0060] Optimize functional layout and passenger flow

[0061] The decks of a cruise ship have distinct functions (such as guest rooms, restaurants, theaters, shopping centers, pool decks, etc.). Staggered pillars provide great flexibility for interior designers and planners.

[0062] Function adaptation: Pillars can be "hidden" according to the functional needs of different decks. For example, the pillars of this deck can be ingeniously integrated into the walls, designed as part of the decoration, or located in the backstage area, kitchen partition, or stairwell, ensuring the complete openness of major public areas (such as atriums, main dining rooms, theater auditoriums).

[0063] Guide passenger flow: The location of the pillars can naturally help plan and separate passenger flow, avoiding the chaos caused by large open spaces, and guiding passengers to different areas in an orderly manner.

[0064] Improve safety and redundancy

[0065] In extreme situations (such as collisions, grounding), a staggered pillar structure can provide better survivability.

[0066] Avoid chain failure: If local structural damage occurs, forces will be transmitted through staggered paths, avoiding the continuous failure of all pillars above a single pillar that fails like a domino, giving more time for emergency evacuation and rescue.

[0067] The ship is a floating flexible structure, which is more complex than land buildings. The staggered support grid system can more effectively cope with the overall longitudinal bending (bending up and down like a banana) and flutter of the ship body, redistribute the force, and ensure the integrity and comfort of the structure under high stress.

[0068] The present application provides a connection structure for the staggered support with H-shaped support in the lower layer and circular support in the upper layer.

[0069] The present application provides a connection structure for the staggered support with H-shaped support in the lower layer and circular support in the upper layer.

[0070] In an embodiment, the trumpet mouth connects the web portion of the first T-shaped section 2, and the width of the web portion is increased.

[0071] In an embodiment, the included angle of the first T-shaped section 2 and the second T-shaped section 3 is 90 degrees, and the flange plates on both sides of the first T-shaped section 2 are provided with reinforcing flat steel.

[0072] In an embodiment, the second support 5 is a column, and the bottom is fixedly connected with the deck layer 1 through a pad plate 51.

[0073] In an embodiment, a plurality of reinforcing flat steels are arranged on both sides of the web of the second support 5, and the plurality of reinforcing flat steels are arranged longitudinally and transversely, and the reinforcing flat steel arranged longitudinally forms an included angle with the horizontal.

[0074] In an embodiment, the geometric center lines of the first support 4 and the second support 5 are arranged on the web center line in the length direction of the first T-shaped section 2.

[0075] In an embodiment, the top of the first support 4 is connected with the first T-shaped section 2, the bottom of the top of the first support 4 is connected with the lower deck 10, and the top of the second support is connected with the upper deck 20.

[0076] In an embodiment, the present application also provides a cruise ship with a ship-built area support connection structure, and the cruise ship has the ship-built area support connection structure according to any one of the embodiments.

[0077] Advantages

[0078] The staggered support connection structure provided by the present application is mainly suitable for the measure support arranged in the ship-built area of the cruise ship due to the special arrangement requirements of the cabin and public area. The connection structure can meet the arrangement requirements and also play a role in bearing and transmitting load.

[0079] Appendix Figure 1 A front view of the connection structure is provided. The lower H-shaped support column 4 is supported by the transverse T-shaped members 2 and longitudinal T-shaped members 3 installed under the deck 1, forming a cross-shaped support structure. The upper circular support column 5 is supported above the longitudinal members, creating a misalignment. The web 41 of the lower H-shaped support column 4 is flared at the top, thus two horizontal reinforcing flat steel bars are arranged there, and the panel 42 is connected to the web 41 along the arc. The upper circular support column 5 is connected to the deck through a pad 51.

[0080] Appendix Figure 2 ~Attached Figure 5 A cross-sectional view of the connection structure is given.

[0081] Figure 2 The panel forms of the transverse T-profile 2 and the longitudinal T-profile 3 are given. The panel 21 of the transverse T-profile 2 has a locally enlarged panel width at the part where it is connected to the H-shaped support column 4 to ensure effective connection with the H-shaped support column 4.

[0082] Figure 3 , Figure 4 The cross-sectional shape of the reinforcing flat steel 6 is shown. The reinforcing flat steel 6 is arranged at the connection between the end of the lower H-shaped column 4 and the transverse T-shaped member 2, and the reinforcing flat steel 6 is also arranged at the connection with the longitudinal T-shaped member 3.

[0083] Figure 5 The form of anti-tilting elbow plate 7 is given, which prevents the connected transverse T-section from tilting due to force after the column bears the load.

[0084] The mass distribution of a ship's center of gravity is one of the most critical considerations in ship design, directly determining the safety, stability, and comfort of a cruise ship.

[0085] For cruise ships employing complex superstructures such as staggered pillars, the control of mass distribution reaches an even more precise level. We can understand this meticulousness from the following perspectives:

[0086] 1. Core Concepts: Center of Gravity vs. Center of Instability vs. Center of Stability

[0087] To understand mass distribution, you first need to understand three key points:

[0088] Center of gravity (G): The point of application of the resultant force of all the weight of the ship. Its location depends on how the mass is distributed.

[0089] Center of buoyancy (B): The geometric center of the volume of water displaced by the underwater portion of the ship's hull. It is also the point of application of buoyancy.

[0090] Metacenter (M): When the hull tilts, the center of buoyancy moves. Draw a vertical line from the center of gravity G, and a vertical line from the new center of buoyancy B1. The intersection of these two lines is the metacenter M.

[0091] The core of stability is the height of the metacenter (GM, the vertical distance from M to G):

[0092] High GM (positive and large value): The ship has a strong ability to return to the positive floating state, very "stable", but the disadvantage is that the rocking period is short, the rocking is violent and fast, and the comfort is poor (like a tumbler).

[0093] Low GM (positive but small value): The ship returns to a stable state slowly, the rocking period is long, the rocking is gentle, and the comfort is good, but the stability reserve is low.

[0094] Negative GM (G above M): The ship will capsize.

[0095] The design goal of a yacht is to find a GM value that is just right, ensuring absolute safety while providing the most comfortable riding experience possible.

[0096] 2. How does the distribution of mass affect the center of gravity and in turn affect stability

[0097] The core principle of mass distribution is: as much as possible to put the weight low, and evenly distributed along the ship's longitudinal section.

[0098] "Ballast" principle: The heaviest equipment, such as the main engine, generator, fuel tank, fresh water tank, ballast water tank, etc., are arranged as much as possible at the bottom of the ship. This is like the keel at the bottom of a sailboat, which serves to lower the center of gravity and is the basis for providing initial stability.

[0099] The challenge of superstructure: Yachts have huge superstructures (guest rooms, dining rooms, swimming pools), these parts are heavy and high. The staggered pillars, while optimizing space, are themselves structures, as well as the interior decoration, equipment, personnel, are huge weight sources, and are located at a very high position. This will significantly raise the center of gravity (G point) of the ship, reduce the GM value, and pose a challenge to stability.

[0100] The balance: The designer must make precise weight calculations and compensation. Each additional weight on the upper deck may need to be "balanced" by structural reinforcement, adjustment of ballast water, etc. at the bottom to ensure that the center of gravity remains at a safe and ideal low level.

[0101] The relationship between mass distribution and yacht performance

[0102] Interaction between staggered pillar structure and mass distribution

[0103] The design of staggered pillars itself also affects the mass distribution:

[0104] Materials and Weight: Offset-column structures may require more engineering analysis and more complex node design than traditional regular structures, and may sometimes lead to a slight increase in local structural weight. However, this is worthwhile compared to the spatial benefits they bring.

[0105] Fine-tuning of weight distribution: Because it is not a simple vertical force transmission, the force path is more complex. Designers need to simulate more precisely how the weight is transmitted to the main hull structure through these misaligned supports, so as to ensure the smoothness and balance of the entire force flow.

[0106] Impact of Functional Layout: Offset columns create open spaces, and the function of these spaces directly determines the weight on them. For example, a column-free grand theater means that the weight of a large number of people and seats is concentrated in one area; an open pool deck means that hundreds of tons of water are swaying at a height. These localized weight concentrations must be precisely calculated and managed.

[0107] Summarize

[0108] For cruise ships, mass distribution and structural design (such as staggered struts) are two inseparable systems that must work together.

[0109] Offset columns address the needs for space and function, aiming to elevate the weight (superstructure) high.

[0110] Mass distribution management addresses safety and performance needs by aiming to lower the center of gravity with lower ballast and equipment weight.

[0111] The work of ship designers and engineers is like walking a tightrope: they use state-of-the-art computer-aided design (CAD) and finite element analysis (FEA) tools to make extremely precise weight estimates and center of gravity control, ensuring that this "floating city" with its huge and complex superstructure can provide a breathtakingly open space while sailing safely, smoothly and comfortably on the vast ocean.

[0112] Relationship between mass distribution and cruise ship performance

[0113]

[0114] The above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the present invention. The scope of protection of the present invention is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to the present invention within its spirit and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of the present invention.

Claims

1. A shipboard support pillar connection structure, characterized in that, The ship's superstructure support structure includes: One deck layer (1); A first T-shaped profile (2), whose wing plate is connected to the deck layer; A second T-shaped profile (3) is connected to the first T-shaped profile (2) at an angle to each other; A first support column (4) is provided at one end at the intersection of the first T-profile (2) and the second T-profile (3) and is connected to the web of the first T-profile (2); A second support column (5) is provided at one end on the deck layer (1), and the geometric center lines of the first support column (4) and the second support column (5) are arranged alternately.

2. The ship superstructure support structure according to claim 1, characterized in that, The top of the first support column (4) is a flared opening, and the upper edge of the opening of the flared opening is connected to the web of the second T-profile (2).

3. The ship superstructure support pillar connection structure according to claim 2, characterized in that, The first support column (4) has an H-shaped cross section and wing plates on both sides.

4. The ship superstructure support structure according to claim 3, characterized in that, The width of the web portion of the flared opening connected to the first T-profile (2) is increased.

5. The ship superstructure support column connection structure according to claim 4, characterized in that, The first T-shaped profile (2) and the second T-shaped profile (3) are set at an angle of 90 degrees, and the flanges of the first T-shaped profile (2) are provided with reinforcing flat steel on both sides.

6. The ship superstructure support column connection structure according to claim 5, characterized in that, The second support (5) is a column, and its bottom is fixedly connected to the deck layer (1) through a pad (51).

7. The ship superstructure support structure according to claim 6, characterized in that, Multiple reinforcing flat steels are respectively arranged on the left and right sides of the web of the second column (5). The multiple reinforcing flat steels are arranged longitudinally and laterally, and the longitudinally arranged reinforcing flat steels form an angle with the horizontal.

8. The ship superstructure support structure according to claim 7, characterized in that, The geometric center lines of the first support (4) and the second support (5) are both set on the web center line of the first T-profile (2) along its length.

9. The ship superstructure support column connection structure according to claim 8, characterized in that, The top of the first pillar (4) is connected to the first T-shaped profile (2), the top and bottom of the first pillar (4) are connected to the lower deck (10), and the top of the second pillar is connected to the upper deck (20).

10. A cruise ship with a shipboard superstructure support pillar connection structure, characterized in that, The cruise ship has a ship superstructure support structure as described in any one of claims 1 to 9.

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