Design method for multi-layer continuous truss support structures for ships

Abstract

This invention relates to the field of shipbuilding technology, and more particularly to a design method for a multi-layer continuous truss support structure for ships, comprising the following steps: fixing support columns between adjacent decks vertically, the support columns being located at deck transverse beams, and the support columns on the same vertical line forming support columns; arranging multiple rows of the support columns at intervals along the ship's width; arranging multiple rows of the support columns at intervals along the ship's length, each row of support columns being located on the same straight line and arranged at the long longitudinal bulkheads of the hull; arranging deck longitudinal girder below each deck along the ship's length, the deck longitudinal girder connecting to the deck transverse beams and the corresponding support columns, such that the deck longitudinal girder, the support columns, and the deck transverse beams form a truss support structure. This invention can ensure the progress and quality of the design and improve space utilization.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding technology, and in particular to a design method for a multi-layer continuous truss support structure for ships. Background Technology

[0002] Passenger ships and cruise ships have numerous decks, complex structures, and intricate arrangements of bulkheads and pillars that interact with each other. During the design process, this can easily lead to insufficient local strength or require redesign after structural verification, impacting design progress and quality. Furthermore, the internal space of passenger ships and cruise ships is complex, with numerous cabins and a multitude of outfitting pipelines such as pipes and cables, making space scarce. However, to ensure a stable connection between the upper end of the pillars and the deck, end elbows are usually installed between the upper end of the pillars and the deck. These end elbows can affect cabin and outfitting arrangements, reducing space utilization.

[0003] Therefore, a design method for multi-layer continuous truss support structures for ships is needed to solve the above problems. Summary of the Invention

[0004] The purpose of this invention is to provide a design method for a multi-layer continuous truss support structure for ships, which can ensure the progress and quality of the design and improve space utilization.

[0005] To achieve this objective, the present invention adopts the following technical solution: The design method for multi-layer continuous truss-type support structures for ships includes the following steps: A support column is fixedly installed between adjacent decks along the vertical direction. The support column is located at the deck strong beam and the support column located on the same vertical line forms a support column. Multiple rows of the aforementioned support columns are spaced apart along the width of the ship; Multiple rows of the support columns are arranged at intervals along the length of the ship, with each row of the support columns located on the same straight line, and the support columns are arranged at the long longitudinal bulkhead of the hull. Along the length of the ship, deck longitudinal girder is arranged below each deck. The deck longitudinal girder is connected to the deck strong beam and the corresponding support section, so that the deck longitudinal girder, the support section and the deck strong beam form a truss support structure.

[0006] In some embodiments, the spacing between adjacent support columns along the width of the ship is greater than or equal to 3m and less than or equal to 9m.

[0007] In some embodiments, the deck longitudinal girder and the deck strong beam have the same stiffness, and the deck longitudinal girder and the deck strong beam have the same height.

[0008] In some embodiments, the support column portion of the same support column is round, square, I-shaped or groove-shaped, and the stiffness and strength of the support column portion gradually increase along the vertically downward direction.

[0009] In some embodiments, the support portion located in the liquid tank within the hull is I-shaped or trough-shaped.

[0010] In some embodiments, a reinforcing elbow plate is provided between the lowest support portion and the inner bottom plate, and the reinforcing elbow plate is welded to both the support portion and the inner bottom plate.

[0011] In some embodiments, a vertical transition connection structure is provided between adjacent support columns in the same support column. The vertical transition connection structure is on the same vertical line as the support column, and the upper end of the vertical transition connection structure is connected to the deck, and the lower end of the vertical transition connection structure is connected to the lower end panel of the deck beam.

[0012] In some embodiments, a pad is provided at one end of the support column that connects to the deck. The area of ​​the pad is larger than the cross-sectional area of ​​the support column, and the pad is welded to both the support column and the deck.

[0013] In some embodiments, the material of the pad is the same as that of the deck or the support portion, the thickness of the pad is not less than the thickness of the deck, and the thickness of the pad is not less than the thickness of the corresponding support portion.

[0014] In some embodiments, the connection between the support portion and the pad plate is a full penetration weld joint.

[0015] The beneficial effects of this invention are: This invention provides a design method for a multi-layer continuous truss support structure for ships. Vertically, support columns are fixed between adjacent decks, positioned at the deck's strong transverse beams. Support columns on the same vertical line form support pillars. Multiple support pillars are spaced apart along the ship's width and length. Deck longitudinal girder is arranged below the deck, connecting to the deck's strong transverse beams and corresponding support columns, thus forming a truss support structure. The support columns are arranged vertically in multiple layers, laterally in multiple columns, and longitudinally in multiple rows. The bulkheads terminate at the support columns, deck strong transverse beams, and deck longitudinal girder, ensuring the integrity of the truss support structure and effectively guaranteeing the ship's structural strength and safety. The support columns being on the same vertical line ensures the vertical transmission of forces. Using this method, only the bulkheads need adjustment as needed, without requiring adjustments to the entire truss support structure, ensuring design progress and quality. Because the truss support structure has sufficient support strength, the upper ends of the support columns adopt a design without end elbows, facilitating cabin and outfitting arrangements and improving space utilization. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the arrangement of support columns in a design method for a multi-layer continuous truss support structure for ships according to the present invention. Figure 2 This is a schematic diagram of a design method for a multi-layer continuous truss support structure for ships according to the present invention, in which some columns are connected to the deck via pads. Figure 3 This is a schematic diagram of a design method for a multi-layer continuous truss support structure for ships according to the present invention, in which the pad is circular. Figure 4 This is a schematic diagram of the I-shaped pad in a design method for a multi-layer continuous truss support structure for ships according to the present invention.

[0018] In the picture: 1. Support column; 11. Support column section; 2. Deck; 3. Deck strong beam; 4. Reinforced elbow plate; 5. Bottom inner plating; 6. Pad plate; 7. Transition connection structure. Detailed Implementation

[0019] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0020] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0021] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0022] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0023] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0024] In the design of passenger ships or cruise ships with multiple decks, in order to ensure that the internal support structure can effectively support the hull structure, such as... Figures 1-4 As shown, this invention provides a design method for a multi-layer continuous truss support structure for ships. The design method for a multi-layer continuous truss support structure for ships includes the following steps: A support column 11 is fixedly installed between adjacent decks 2 along the vertical direction. The support column 11 is located at the deck strong beam 3, and the support column 11 located on the same vertical line forms a support column 1. Multiple rows of support columns 1 are spaced apart along the width of the ship; Multiple rows of support columns 1 are arranged at intervals along the length of the ship, with each row of support columns 1 located on the same straight line, and the support columns 1 are arranged at the long longitudinal bulkhead of the hull. Along the length of the ship, deck longitudinal girder is arranged below each deck 2. The deck longitudinal girder is connected to the deck strong beam 3 and the corresponding support part 11, so that the deck longitudinal girder, the support part 11 and the deck strong beam 3 form a truss support structure.

[0025] The support columns 11 are arranged vertically in multiple layers, laterally in multiple columns, and longitudinally in multiple rows. The bulkheads terminate at the support columns 11, the deck beams 3, and the deck longitudinal girder, ensuring the integrity of the truss support structure and effectively guaranteeing the structural strength and safety of the ship. The support columns 1 are aligned vertically, ensuring the vertical transmission of forces. Using this method, only the bulkheads need to be adjusted as needed, without requiring adjustments to the entire truss support structure, ensuring design progress and quality. Because the truss support structure has sufficient support strength, the upper end of the support columns 11 adopts a design without end elbows, which facilitates compartment and outfitting arrangements and improves space utilization. Each row of support columns 1 is aligned on the same straight line, allowing for the subsequent arrangement of deck longitudinal girder and ensuring the regularity of the truss support structure. By arranging the support columns 1 at the long longitudinal bulkheads of the hull, the forces on the truss support structure can be shared by the long longitudinal bulkhead structure, ensuring the stress stability of the truss support structure.

[0026] In some embodiments, the spacing between adjacent support columns 1 along the ship's width direction is greater than or equal to 3m and less than or equal to 9m. This arrangement ensures that the support columns 1 effectively support the hull structure while avoiding material waste and inconvenience in subsequent compartment layout due to excessively close spacing between them; conversely, it avoids insufficient support strength due to excessively large spacing between support shafts. By rationally designing the spacing between adjacent support columns 1 along the ship's width direction, strength is guaranteed while avoiding excessive span between support columns 1, which could lead to excessive deformation of the deck beam 3, and vibration reduction is also achieved.

[0027] In some embodiments, the deck longitudinal girder and the deck strong beam 3 have the same stiffness and the same height. Because the deck longitudinal girder and the deck strong beam 3 have the same stiffness, when they bear load, the deck longitudinal girder and the deck strong beam 3 can be kept stable under stress. This prevents severe deformation of the weaker deck longitudinal girder or the deck strong beam 3 due to insufficient local stiffness, and also improves vibration, avoiding rapid separation of the connection points due to inconsistent vibration frequencies. Furthermore, the consistent height of the deck longitudinal girder and the deck strong beam 3 facilitates the subsequent layout and construction of compartments, and also facilitates the installation of outfitting components such as pipes and cables.

[0028] In some embodiments, the support column 11 of the same support column 1 is round, square, I-shaped, or channel-shaped, and the stiffness and strength of the support column 11 gradually increase along the vertical downward direction. Since the weight borne by the lower support column 11 gradually increases, a differentiated design is achieved by gradually increasing the stiffness and strength of the support column 11 along the vertical downward direction. While ensuring that the support column 11 effectively supports the deck 2, the upper support column 11 can be designed to be thinner as needed, thereby saving materials and freeing up more space for the arrangement of compartments. Moreover, in the arrangement, different support columns 11 of the same support column 1 can adopt different forms; for example, the upper support column 11 can be round or square, and the lower support column 11 can be I-shaped or channel-shaped.

[0029] In some embodiments, the support column 11 located in the liquid tank within the hull is H-shaped or channel-shaped. This design prevents the formation of air bubbles at the support column 11, improving corrosion resistance. Cavitation corrosion (bubble corrosion) is a common type of corrosion in liquid tanks. When the liquid flows at high speed or sloshes, air bubbles form on the surface of the support column 11. The impact force generated when these bubbles burst destroys the protective film on the metal surface, accelerating corrosion. The structural design of the H-shaped and channel-shaped support columns 11 can, to a certain extent, influence the degree of cavitation corrosion. 1. Reduced Bubble Adhesion: Compared to the circular support section 11, the I-beam and channel-shaped cross-section designs have more edges and folds on the surface, making it less likely for stable vortex regions to form when liquid flows through. This reduces the adhesion and residence time of bubbles on the surface of the support section 11, lowering the impact frequency of bubble bursting. 2. Distributed Impact Stress: When bubbles burst, the I-beam and channel-shaped cross-section structures disperse the impact force to different stress surfaces, preventing concentrated impact stress in localized areas, slowing down the damage rate of the protective film, and thus reducing the corrosion rate. 3. Facilitated Coating Maintenance: The smooth surface of these support sections 11 is more conducive to the uniform adhesion of the anti-corrosion coating, and the coating is easier to repair after damage, continuously providing protection for the support section 11 and reducing the chance of bubble corrosion directly affecting the metal substrate. Furthermore, the large moment of inertia of the I-beam and channel-shaped cross-sections allows for better resistance to bending deformation under longitudinal and transverse loads, making them suitable for supporting the pressure within liquid tanks and the structural stress of the hull. Compared to solid cylindrical support columns 11, I-beam and channel-shaped structures reduce material usage and overall hull weight while maintaining strength, meeting the requirements of lightweight ship design. These types of cross-section support columns 11 are easier to weld and fix to bulkheads and decks 2, and their smooth surfaces make daily cleaning and inspection easier, reducing maintenance costs.

[0030] In some embodiments, a reinforcing elbow plate 4 is provided between the lowest support column 11 and the inner bottom plate 5. The reinforcing elbow plate 4 is welded to both the support column 11 and the inner bottom plate 5. The reinforcing elbow plate 4 serves to disperse stress and strengthen the connection. The reinforcing elbow plate 4 between the support column and the inner bottom plate 5 essentially optimizes the stress transmission path by adding a transition structure. The load transmitted by the support column 11 is evenly distributed to a larger area of ​​the inner bottom plate 5 through the reinforcing elbow plate 4, preventing deformation or cracking of the inner bottom plate 5 due to localized stress concentration. The three-sided welded structure of the reinforcing elbow plate 4 with the support column 11 and the inner bottom plate 5 forms a stable triangular support, which significantly improves the tensile, compressive, and shear resistance of the connection between the support column 11 and the inner bottom plate 5, adapting to complex load changes during ship navigation.

[0031] In some embodiments, a vertical transition connection structure 7 is provided between adjacent support column portions 11 in the same support column 1. The vertical transition connection structure 7 is on the same vertical line as the support column portion 11, and the upper end of the vertical transition connection structure 7 is connected to the deck 2, while the lower end of the vertical transition connection structure 7 is connected to the lower end panel of the deck crossbeam 3. In this embodiment, since the support column portion 11 located above the transition connection structure is cylindrical, the vertical transition connection structure 7 is designed as four arc-shaped structures. The four arc-shaped structures are connected to the deck crossbeam 3 and spliced ​​to form a cylindrical structure. By providing the vertical transition connection structure 7, the deck 2 and the deck crossbeam 3 can be effectively supported, thereby supporting the support column portion 11 and improving the structural strength of the support column 1.

[0032] In some embodiments, a pad 6 is provided at the end where the support column 11 connects to the deck 2. The area of ​​the pad 6 is larger than the cross-sectional area of ​​the support column 11, and the pad 6 is welded to both the support column 11 and the deck 2. By providing the pad 6, the connection area between the pad 6 and the deck 2 is increased, reducing the stress level, especially at the weld, and improving fatigue life. This ensures both the integrity and structural strength of the deck 2 and facilitates construction, particularly in controlling the tolerance in the vertical direction of the support column, improving construction efficiency and reducing construction difficulty. In this embodiment, the shape of the pad 6 is the same as the cross-sectional shape of the corresponding support column 11, which saves materials while further ensuring the strength of the connection between the pad 6 and the support column 11 and the deck 2.

[0033] In some embodiments, the material of the pad 6 is the same as that of the deck 2 or the support portion 11, and the thickness of the pad 6 is not less than the thickness of the deck 2 and the thickness of the corresponding support portion 11. This arrangement ensures that the pad 6 effectively supports the support portion 11 without being crushed, thus ensuring that the pad 6 effectively serves as a transition connection.

[0034] In some embodiments, the connection between the support column 11 and the backing plate 6 is a full penetration weld joint. Full penetration welding refers to a weld that completely penetrates the thickness of the workpiece, ensuring complete fusion at the root of the bevel and forming a continuous, defect-free weld joint. In ship hull structures, this type of joint is mainly used in high-stress areas and special structural parts. Based on the workpiece thickness and welding method, the bevel shape (such as V-type, U-type, K-type, etc.) is rationally designed to ensure that the welding rod or torch can reach the root of the bevel and achieve complete fusion. Full penetration welds require 100% non-destructive testing; common methods include ultrasonic testing, radiographic testing, and magnetic particle testing to ensure that there are no internal defects such as cracks or lack of fusion. Using the above method, the connection between the support column 11 and the backing plate 6 is more stable.

[0035] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A design method for multi-layer continuous truss support structures for ships, characterized in that, Includes the following steps: A support column (11) is fixedly installed between adjacent decks (2) along the vertical direction. The support column (11) is installed at the deck strong crossbeam (3). The support column (11) located on the same vertical line forms a support column (1). Multiple rows of the aforementioned support columns (1) are arranged at intervals along the width of the ship; Multiple rows of the support columns (1) are arranged at intervals along the length of the ship, with each row of the support columns (1) located on the same straight line, and the support columns (1) are arranged at the long longitudinal bulkhead of the hull; Along the length of the ship, deck longitudinal girder is arranged below each deck (2). The deck longitudinal girder is connected to the deck strong beam (3) and the corresponding support part (11), so that the deck longitudinal girder, the support part (11) and the deck strong beam (3) form a truss support structure.

2. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, The spacing between adjacent support columns (1) along the width of the ship is greater than or equal to 3m and less than or equal to 9m.

3. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, The deck longitudinal girder and the deck strong beam (3) have the same stiffness, and the deck longitudinal girder and the deck strong beam (3) have the same height.

4. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, The support column (11) of the same support column (1) is round, square, I-shaped or groove-shaped, and the stiffness and strength of the support column (11) gradually increase along the vertical downward direction.

5. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, The support section (11) located in the liquid tank in the hull is of I-beam or trough shape.

6. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, A reinforcing elbow plate (4) is provided between the support column (11) at the lowest end and the inner plate of the bottom (5). The reinforcing elbow plate (4) is welded to the support column (11) and the inner plate of the bottom (5) respectively.

7. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, A vertical transition connection structure (7) is provided between adjacent support column portions (11) in the same support column (1). The vertical transition connection structure (7) and the support column portion (11) are on the same vertical line, and the upper end of the vertical transition connection structure (7) is connected to the deck (2), and the lower end of the vertical transition connection structure (7) is connected to the lower end panel of the deck crossbeam (3).

8. The design method for a multi-layer continuous truss support structure for ships according to claim 1, characterized in that, A pad (6) is provided at one end of the support column (11) that is connected to the deck (2). The area of ​​the pad (6) is larger than the cross-sectional area of ​​the support column (11), and the pad (6) is welded to the support column (11) and the deck (2) respectively.

9. The design method for a multi-layer continuous truss support structure for ships according to claim 8, characterized in that, The material of the pad (6) is the same as that of the deck (2) or the support (11), the thickness of the pad (6) is not less than the thickness of the deck (2), and the thickness of the pad (6) is not less than the thickness of the corresponding support (11).

10. The design method for a multi-layer continuous truss support structure for ships according to claim 8, characterized in that, The connection between the support column (11) and the pad (6) is a full-penetration weld joint.

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