WO2003033339A1 - Vessel with framework-type supporting truss-frame - Google Patents

Abstract

The invention concerns a ship, boat or submarine having a hull structure consisting of a supporting framework and an encasing structure making the vessel watertight. The invention is characterized in that the framework supporting the hull is in the form of a complete framework-type self-supporting truss-frame, consisting of a frame-type structure, comprising frame beams in the longitudinal direction and frame beams in the transverse direction, and/or a lattice structure, including lattice beams in the longitudinal direction and lattice beams in the transverse direction. The encasing structure encloses the truss-frame entirely or partly and is substantially freed from the global support function.

Description

 WATER VEHICLE WITH STRUCTURE IN SKELETON DESIGN

The invention relates to a watercraft according to the preamble of claim 1. Such a ship is e.g. known from EP 0 619 221 A2.

This document describes a tanker with a double hull. The ship's hull consists of an outer hull and an inner hull and is divided into several individual tanks that are sealed off from each other. The structure of the tanker can be described as a double-walled shell construction. The hull forms an upward open C or U-shaped profile with load-bearing side walls and a load-bearing ship floor. The side walls and the ship's bottom are rigidly connected to each other and form the primary load-bearing C- or U-shaped cross-section. Characteristic of this design is the combination of different functions of the ship's hull in one or two load-bearing shells. The outer shell not only forms a waterproof shell, but also a load-bearing outer wall, while the inner shell delimits the tank space and is connected to the outer shell by stiffening cross-connections.

DE 298 12 853 U1 proposes a ship's hull in which a scaffold extending from the bow to the stern is provided, into which an elementary shell structure is inserted. The scaffold is used here as a load frame to take punctiform loads from the rigging of a sailboat. The load-bearing effect of the fuselage is only achieved through a composite effect of the shell elements with the load frame. The scaffold is not designed to be a complete structure. The elements of the envelope construction are not exempt from the global supporting function. Structures in which the structure and the shell are designed as independent system constructions are known from the field of building construction. The introduction of skeleton construction in multi-storey construction has led to a significant increase in the number of possible storeys, which has a design-related upper limit when building with load-bearing walls with approx. 15 storeys. Depending on the structural order, skeleton structures for high-rise buildings reach 40, 60, 80 and also more than 100 storeys. 40 storeys are achieved in steel frame construction with rigid frames. A combination of frame and truss has proven to be an economical construction for up to 60 floors. From around 40 storeys, the vertical loads are no longer the decisive influencing factor for the dimensioning of the structure. In the 1960s, building methods were developed in Chicago with which extreme heights can be reached in high-rise construction. Comparative studies have shown that frame tubes made of steel or concrete and truss tubes made of steel or concrete are the most efficient structural shapes for high-rise structures. In both types of construction, the greatest possible rigidity is placed in the area of the outer walls, so that a maximum inner lever arm is available for the discharge of the wind loads and the entire depth of the building is involved in the discharge of the wind loads. For example, the four outer walls of a high-rise building are combined into a tubular structure. Support structures in which an inner tube structure is connected with an outer tube structure with shear resistance (tube-in-tube structure) or in which several tube structures are coupled to form a composite cross-section (bundeled-tube structure) are even more powerful. Current developments for extremely tall tower structures or skyscrapers provide for as much structural mass as possible not in the side walls but in the corner areas of a polygon Concentrate cross-section or, with a round or oval cross-section, distribute the structural mass as evenly as possible in the area of the outer wall. The structural shapes mentioned for high-rise structures are characterized by maximum rigidity while using as little material as possible and created the conditions for high-rise buildings to reach a height of 500 m today and for buildings over 1,000 m high to be conceivable.

In the case of cargo ships and tankers, there are frequent accidents in which the hull mostly breaks apart in the middle. These ships have a limited lifespan of approx. 25 years and already show fatigue cracks in the load-bearing outer wall construction during their lifespan. In addition to the loss of life and material damage, the catastrophic effects on the environment are unbearable, especially in the event of tanker gaps.

In the case of passenger ships, the steel shell of the underwater ship is continued above the water line. Only portholes and more or less large window openings on the upper decks allow light and air to enter the passenger compartments. In a structure made up of load-bearing surfaces - decks, longitudinal and transverse walls, underwater hull and outboard walls - every opening, every breakthrough has the effect of disrupting the system. In a structure in which all surfaces are non-positively connected, all surfaces are involved in the global load-bearing capacity of the fuselage construction. A large passenger ship regularly has openings across the deck - longitudinal and transverse walls are rarely in one level. The flow of forces within the supporting structure is not clear. Regular force deflections cause secondary bending moments and secondary stresses from the fuselage structure must be included and require an increased cost of materials. An optimally effective, bending, shear and torsion resistant structure can therefore not be designed. The non-positive connection of all sheet-like construction parts to one another is very complex and time-consuming. The outer skin of a conventional one

Ship construction is claimed several times and fulfills several, sometimes contradicting functions. It absorbs the hydrodynamic, local loads and is also involved in the global supporting function of the fuselage construction. As a robust shell in the area of the underwater ship, it fulfills not only the carrying function but also safety functions and serves to protect against impact. Above the waterline, the passenger compartments adjacent to the outer shell make completely different demands on the steel outer skin. So far, sheet steel has been the only material for the production of this frequently used outer shell. A one-piece hull construction welded together from sheet steel is not very flexible when converting and modernizing a passenger ship. The lack of flexibility is already evident during the construction phase when the client wants to change the layout inside the ship or the equipment of the rooms. Even small changes - such as moving walls or decks locally - influence the supporting structure and require a lot of construction and work.

The invention is therefore based on the object of specifying a ship construction which enables greater forces to be absorbed with less material expenditure and greater freedom in design.

For tanker, cargo and passenger ships, a powerful support structure is proposed, which consists of rod-shaped support members is constructed and in which in the corner areas of the ship's hull are arranged massive or hollow-shaped belt bars which are connected to one another by solid or hollow-profile shaped bars to form a coherent tubular structure. This structure defines a supporting structure in which the load-bearing members consist of rod-shaped elements and are subjected to tensile and compressive stress - in the framework - or in the tensile and bending compressive stress - in the frame. The individual supporting elements define free spaces and free fields, so that there is the greatest possible freedom for a secondary expansion structure and for the design and configuration of the envelope structure. This mega frame improves the longitudinal rigidity of a fuselage construction. As a rigid backbone, this primary skeleton activates the entire height of the trunk structure to absorb the loads.

Truss structures are constructions made of a large number of bars (compression and tension bars) which are connected to each other at the so-called nodes in such a way that triangles are preferably immovable. Due to their design, the rods can be connected to each other in an articulated and rigid manner, and a three-dimensional truss structure creates a torsion-resistant tube. The individual bars of the framework construction are divided into outer belt bars and inner fill bars. The outer chord rods form the outline of the truss structure and are divided into top chord rods, which run on the top of the truss, and bottom chord rods, which run on the underside of the truss. The inner cross bars run between the top chord bars and the bottom chord bars. If the bars are inclined, they are called diagonals or struts, if the bars run vertically between the upper and lower chord, they are called stands or posts. A bending stress is at of a truss structure is principally resolved into compressive and tensile stress in the straps, which leads to an optimized material consumption. The filler rods take on the function of the web of a monolithic cross section.

As a system construction that is independent of the structure, the shell construction can be designed with one or more layers and optimally fulfill its respective function. At areas subject to particularly high stress in the area of the bow, on parts of the underwater ship and at the stern in the area of the screws, the shell consists of a rigid shell structure. Wherever dynamic loads permit, the shell is built up from individual, different functional layers.

In the area of the underwater ship, e.g. proposed a double-skin shell in which an inner shell is hung as a real membrane structure made of one- or two-axis curved surfaces in an intermediate structure that directs the loads to the primary structure. The outer shell, on the other hand, is shaped from a fluidic point of view. Compressed air-filled chambers in the area of the underwater hull and in the area of the side walls transmit the water pressure to the membrane structure of the inner shell. In a further advantageous embodiment of the invention, it is proposed to perforate the outer shell in the area of the underwater ship, so that the water pressure is directly applied to the membrane surfaces of the inner shell. In this case, the outer skin can only be designed according to hydrodynamic considerations. By existing in sections in the direction of travel

Water inlet openings and water outlet openings can prevent the formation of eddies and turbulence at the immediate boundary layer between the water and the outer edge of the fuselage, so that the fluidic properties of the Hull construction can be improved significantly. A perforated outer shell can also be supported on a cable network that is stretched between the supporting elements of the primary structure. An elastic outer shell, which yields when a load is applied, shows favorable behavior for absorbing impact loads in the event of ground contact and accidents. Together with the surrounding primary structure in skeleton construction, it protects the sensitive inner membrane surfaces of the inner shell. An outer shell, the function of which is limited to the production of a flow interface, can also be constructed, for example, from plastic panels. The curved membrane surfaces of the inner shell can be formed into individual pillows, for example with an edge length of 3x3 m, or else as larger individual surfaces. They are very well suited to limit the space of a tank for liquid or gaseous media. In the area of the longitudinal and transverse walls of the ship's hull, the membrane surfaces are stabilized either by overpressure or, in the case of surfaces curved in opposite directions, by negative pressure. They are less suitable as a cargo hold limit. A general cargo ship according to the invention therefore requires additional cargo space lining. A particular problem with ore freighters are extreme, dynamic loads when loading the cargo hold. Within the scope of the invention, it is proposed for this case to design individual containers which are movably mounted and absorb energy in relation to the supporting structure and which, as elements not involved in the supporting function of the ship's hull, are resiliently connected to the primary supporting structure in a skeleton construction. The entire cargo hold can thus avoid the impact load during loading. The travel can be 2-3 m.

The use of prefabricated profile sections made of rolled steel, round and rectangular hollow profiles, welded box profiles, but also precast reinforced concrete parts that are welded together, screwed or potted, allows the structure to be assembled in a skeleton construction in a short time.

The formation of a double and multi-shell hull construction makes it possible to better meet the requirements placed on the hull. It also applies here that a higher benefit can be achieved with a comparatively low cost of materials. An envelope structure that is independent of the structure can in principle be arranged in front of, between or behind the level of the structure. There is maximum freedom in the choice of materials. Since the shell is freed from the global load-bearing effect, e.g. Large-area carbon fiber composite panels are used in the area of the outer hull of a large passenger ship.

In the case of a passenger ship, for example, the superstructures can be divided transversely to the direction of travel into sections exposed to daylight. A passenger ship according to the invention therefore has a large number of large, day-lit apartments. These apartments can be oriented towards a large, shared, glazed conservatory and have balconies and loggias, with only the glass level of the conservatory lying in the area of the usual side wall. Each part of the envelope construction is developed according to the requirements placed on it. In the area of the ship's floor and in the area of the drop sides, the shell construction is constructed with two or more layers and consists, for example, of a robust steel outer shell, which is welded to a steel inner shell using a large number of longitudinal and transverse web plates. The outer and inner shell can also be connected to each other by a light truss structure with longitudinal and cross members or in the form of a semi-octahedral tetrahedral structure. A foam core is also suitable for a shear-resistant connection between the outer and inner shell Plastic. In this embodiment variant, the outer shell can be made thin-walled. In this case, a hole in the outer shell does not allow water to penetrate. In addition to a foamed-in space, inflatable tires, which are arranged between the outer and inner walls, and a filling with lightweight plastic moldings are also proposed as a safety concept.

In a further embodiment variant, it is proposed to produce a robust outer shell from thick-walled, waterproof glued plywood panels. In the event of damage, parts of the shell structure or the entire shell structure can be replaced without the structure being impaired. The design of a tensile envelope structure appears to be particularly advantageous. Both the outer shell and the inner shell consist of steel straps that are stretched longitudinally and transversely against the primary structure in a skeleton construction.

The measures proposed in the context of the invention thus not only achieve the greatest possible stability of a ship's hull, but also increase safety, and finally a level of comfort in the area of living and recreational spaces previously unknown in shipbuilding can be achieved. The double and multi-layered shell construction is therefore not only an advance over conventional solutions for reasons of safety. It offers physical comfort in recreation rooms, which is characterized, among other things, by increased heat and sound insulation. The transmission of vibrations and vibrations is prevented by a consequent system separation between structure, shell and expansion. The measures proposed for the hull construction of a ship, boat or submarine lead to economical designs which have advantageous effects on the planning, construction and operation of a ship.

The object is achieved with the features of claim 1. Advantageous refinements of the invention are specified in the subclaims.

The invention is explained in more detail with reference to various exemplary embodiments schematically illustrated in the drawings. It shows:

1 is a perspective development of a cargo ship according to the invention with a skeleton structure and an independent hull structure,

2 shows a schematic cross section through a ship's hull according to the invention with a double-shell outer hull, which ship's hull is designed as an upwardly open hollow profile with a triangular cross section,

3 shows a schematic cross section through a ship's hull according to the invention with a double-shell outer hull, which ship's hull is designed as an upwardly open hollow profile with a U-shaped cross section,

4 shows a schematic cross section through a ship's hull according to the invention with a double-shell outer hull, which ship's hull is designed as an upwardly open hollow profile with a circular segment-shaped cross section, 5 shows a schematic cross section through an inventive tubular structure with a triangular cross section,

6 shows a schematic cross section through a tubular structure according to the invention with a circular cross section,

7 shows a schematic cross section through a tubular structure according to the invention with a rectangular cross section and an outer shell offset with respect to the structure level,

8 shows a schematic cross section through a bundled tubular structure according to the invention, in which two square tubular structures are assembled to form a rectangle,

9 shows a schematic cross section through a bundled tubular structure according to the invention, in which five rectangular tubular structures are assembled to form a T-shaped cross section,

10 shows a schematic cross section through a bundled tube structure according to the invention in which six square tube structures are assembled into a U-shaped cross section,

11 shows a schematic cross section through an inventive two-layer tubular structure in which an inner and an outer truss form a composite structure, Fig. 12 is a schematic elevation from the side of a

Integration of a tubular structure according to the invention with the hull construction of a passenger ship with round deck structures,

13 shows a schematic plan view of an integration of a tubular support structure according to the invention with the hull construction of a passenger ship with round deck structures,

14 shows a schematic plan view of an integration of a tubular supporting structure according to the invention with the shell construction of a passenger ship with angular deck structures,

Fig. 15 is a schematic elevation from the side of a

Integration of a tubular structure according to the invention with the hull construction of a passenger ship with angular deck structures,

16 shows a schematic front elevation of an integration of a tubular support structure according to the invention with the shell construction of a passenger ship with angular deck structures,

17 shows a schematic elevation from the side of an integration of a bundled tubular support structure according to the invention with the hull construction of a tanker,

18 shows a schematic front elevation of an integration of a bundled tubular support structure according to the invention with the shell construction of a tanker, 19 is an isometric illustration of a supporting skeleton of a cargo ship according to the invention,

20 is an isometric development of an integration of

Structure and hull structure of a cargo ship according to the invention with a supporting skeleton according to FIG. 19,

Fig. 21 is an isometric view of an inventive

Tubular structure of a passenger ship with a rectangular cross-section,

22 is an isometric representation of an integration of a tubular structure according to the invention with a rectangular cross-section with the envelope construction and angular deck structures of a passenger ship,

23 is a perspective view of an integration of a tubular structure according to the invention with a rectangular cross-section with the envelope structure and angular deck structures of a passenger ship,

24 is a perspective view of an integration of a bundled tubular support structure according to the invention with a T-shaped cross section with the envelope structure and round deck structures of a passenger ship,

25 is an isometric representation of an integration of a bundled tubular structure according to the invention made of steel profiles in a frame construction with the shell construction of a tanker, 26 is an isometric representation of an integration of a bundled tubular structure made of hollow steel profiles according to the invention in a half-timbered construction of the shell structure of a tanker,

27 is an isometric representation of an integration of a bundled tubular structure made of prestressed concrete according to the invention in a frame construction with the shell construction of a tanker,

28 shows a schematic cross section through an integration of a bundled tubular structure made of prestressed concrete according to the invention with the shell construction of a tanker,

29 is a perspective view of an integration of a bundled tubular structure made of prestressed concrete according to the invention with the shell construction of a tanker,

30 shows a schematic cross section through an integration of a tubular support structure according to the invention made of steel with a double-shell casing construction of a submarine,

31 shows a schematic cross section through an integration of a bundled tubular support structure made of steel according to the invention with a double-shell casing structure of a tanker,

32 shows a schematic cross section through an integration of a bundled tubular support structure according to the invention as a composite construction made of steel and concrete with a double-shell casing construction of a tanker, 33 shows a vertical detail section through the outer side wall of a superstructure of a hull construction of a tanker ship with a stabilizing framework between the outer and inner hull,

34 shows a vertical detail section through the outer side wall of a superstructure of the hull construction of a tanker ship with a foaming between the inner and outer hull,

35 shows a vertical detail section through the outer side wall of a structure of the hull construction of a tanker ship with hoses filled with water or compressed air between the outer and inner hull,

36 shows an integration of a bundled tubular support structure according to the invention, which is constructed from welded box profiles, with a double-shell envelope structure,

37 is an isometric overview of a double-shell envelope construction with an inner envelope as a uniaxially curved membrane structure and an outer envelope perforated by regularly arranged slots,

38 is an isometric overview of a two-shell

Shell construction with an inner shell as a biaxially curved membrane structure and an outer shell perforated through punctiform openings,

39 is an isometric overview of a double-shell envelope construction with an inner envelope as a triangular membrane structure and one through punctiform openings perforated outer shell,

40 shows a schematic cross section through a so-called, punctiform opening in the outer shell for influencing the flow resistance,

41 is an isometric illustration of a so-called punctiform opening in the outer shell for influencing the flow resistance,

42 shows a schematic cross section through a punctiform opening in the outer shell which effects dynamic pressure, in order to influence the flow resistance,

43 is an isometric illustration of a punctiform opening in the outer shell which has the effect of dynamic pressure, in order to influence the flow resistance,

44 shows a schematic cross section through a so-called line-shaped opening in the outer shell for influencing the flow resistance,

45 is an isometric illustration of a so-called line-shaped opening in the outer shell for influencing the flow resistance,

FIG. 46 shows a schematic cross section through a line-shaped opening in the outer shell, which effects dynamic pressure, in order to influence the flow resistance, and 47 shows an isometric illustration of a line-shaped opening in the outer shell that effects back pressure, in order to influence the flow resistance.

In the figures, different designs of ships, boats and submarines with a hull construction are shown, the load-bearing scaffold of which is designed as a completely self-supporting structure in a skeleton construction, which consists of frame girders and / or truss girders in the longitudinal and transverse directions, the shell structure being that Completely or partially encloses the structure and is essentially freed from the global support function.

Fig. 1 shows a perspective overview of a light cargo ship according to the invention. The structure is designed as a skeleton structure 1. It consists of truss girders, which are arranged in the longitudinal direction 110 and define the side walls and the ship's bottom. Truss girders in the transverse direction 111 stiffen the hull 3, which is open at the top. The truss structure 11 of the hull support structure 1 is constructed from rectangular hollow sections made of steel 152. The hollow sections are screwed or welded to one another at the nodes of the truss girders 110, 111. For the most part, all the bars of the truss structure 11 are of the same length and intersect at the same angles, so that the individual supporting members of the skeleton structure 1 can be prefabricated in series. The envelope structure 2 is of multi-shell construction and consists of an outer envelope 20, which is provided as a stainless steel skin 200, and an inner envelope 22, which surrounds the cargo hold 302 as a welded steel structure. The intermediate structure 21 between the outer shell 20 and the inner shell 22 consists of molded bodies made of foamed plastic 214. The stainless steel skin 200 is glued to the molded bodies 214. The hull 3 has a plurality of cargo compartments 302 and 1, one behind the other, which are open at the top Wheelhouse 330. The design according to the invention for a cargo ship according to FIG. 1 has several advantages. The use of industrially prefabricated hollow profiles, which are joined with a standardized connection technology, enables the economical production of the load-bearing skeleton construction. The multi-shell envelope structure 2 can be optimally adapted to different requirements. It consists of an inner shell 22 which lines the cargo hold 302 as a robust steel shell 220 and of a maintenance-free outer shell 20 which is designed as a thin stainless steel skin 200 and is stabilized by filling elements made of plastic foam 214. The multi-layer structure of the hull construction 2 prevents the hull 3 from leaking if, for example, the stainless steel skin 200 is damaged. A leak in the outer skin can be easily repaired and does not affect the safety of the ship. Additional measures, such as local reinforcements at the bow and stern, and a circumferential rubbing strip, which are not shown in the drawing, prevent damage to the proposed thin-walled stainless steel skin 200.

FIGS. 2 to 4 show different shapes of ship hulls 3 open at the top with a double-shell hull construction 2 in a schematic cross section. The structural shape of an open hollow profile is suitable for a large number of boat and ship constructions in which there is no continuous deck. The two side walls are connected by individual coupling rods - e.g. in a rowing boat through a seat board.

5 to 7 show different forms of closed tubular structures 12 for ship hulls, each in a schematic cross section. 5 shows a tubular structure with a triangular cross section 120, FIG. 6 shows a tubular structure with a round cross section 122 and FIG. 7 shows a tubular structure with a square cross section Cross section 121. The closed tubular support structure 12 is substantially stiffer than the hollow profile cross sections shown in FIGS. 2 to 4 which are open at the top. In the case of a polygonal tubular structure 121, all sides are connected to one another by truss girders 110 arranged in the longitudinal direction or truss girders in the transverse direction 111. In order to obtain maximum rigidity of the fuselage construction, the structural mass is concentrated on the longitudinal belt profiles of the polygonal tubular structure 121.

8 to 11 show different bundled tube structures 13 and a tube-in-tube structure 14 in FIG. 11. The schematic cross section in FIG. 8 is a very powerful structural form for cargo and tank ships. 9, on the other hand, shows the T-shaped cross section of a hull construction for a passenger ship. Three tubes form a pontoon-shaped lower hull section with a wide deck. The structure of the deck structures consists of two further tube cross sections, which form a T-shaped composite cross section 13 with the lower hull section. The possibility of arranging stems 31 in the area of the deck structures is shown schematically. In the ship's hull shown in FIG. 10, six square single tubes which are rigid in themselves against bending, shear and torsion are bundled to form a catamaran-shaped composite cross section 13. 11 shows a very rigid tube-in-tube construction 14 in which a large number of triangular trusses are combined to form a two-layer composite cross section.

FIGS. 12 to 18 show the integration of tube structures 12, 13 according to the invention with different double or multi-shell envelope structures 2 using the example of different ships. 12 shows a passenger ship with round deck structures 33 in a schematic side view. FIG. 13 shows the passenger ship according to FIG. 12 in a schematic plan view. The Tube structure 12 consists of a four-belt truss, which forms the support structure for the ship's hull 3 with round structures 33. The bow, which is shaped from a hydrodynamic point of view, and the stern are attached to the primary structure in skeleton construction 1 as shell-shaped components. 14, FIGS. 15 and 16 show the integration of a tubular structure 12 with a passenger ship according to the invention with angular deck structures 33 in a schematic plan view, side view and front elevation. The tubular structure 12 is constructed from longitudinally arranged truss girders 110 and transversely arranged truss girders 111, which form six rigid cells in the direction of travel. The hull construction and the entire expansion are freed from the global supporting function and each represent secondary system constructions. FIGS. 17 and 18 show the integration of a bundled tubular structure 13 with a double or multi-shell hull construction 2 using the example of a tanker according to the invention. The bending stiffness of the ship's hull 3 is produced by three parallel truss girders 110 running in the longitudinal direction. Truss girders in the transverse direction 111 ensure torsional rigidity and serve to distribute the load.

19 and 20 show a cargo ship according to the invention with a supporting structure in skeleton construction 1, which is constructed from truss girders in the longitudinal and transverse directions 110, 111 and forms the ship's hull together with a multi-shell hull construction 2.

FIG. 19 shows the structure in skeleton construction 1 in an isometric overview, while FIG. 20 shows the integration of the structure 1 with the multi-shell envelope structure 2 in an isometric development. The belt and diagonal bars of the truss structure 11 consist of layer-glued wood 18 and are connected to one another by means of standardized steel knot bodies. The multi-shell casing structure 2 consists of an outer casing 20 made of glass fiber reinforced plastic 203, while the inner shell 22 is formed by robust wooden walls 222 and a robust wooden floor 222. Between the inner shell 22 and outer shell 20 is an intermediate structure 21, which is formed by panels made of wood or plastic 215. Since a wooden ship is never completely sealed, it is proposed to additionally install a waterproof film made of plastic or metal between the inner and outer hulls 20, 22.

21 and 22 show the integration of a tubular support structure 12 according to the invention with the multi-layered and spatially differentiated envelope structure 2 of a cruise ship.

21 shows a four-belt tubular structure 12, which consists of longitudinally arranged truss girders 110 and transversely arranged truss girders 111. The longitudinally arranged, vertical truss girders 110 are arranged approximately in the plane of the outer side wall, while the truss girders arranged horizontally define the ship's floor and the upper deck in the longitudinal direction 110. The tubular support structure 12 forms a primary support structure for the ship's hull, in which the structural mass is concentrated on the belt rods arranged in the four corners. This design of the skeleton structure 1 combines the greatest possible rigidity of the structure with minimal use of materials. The structure is very economical because the structure alone weighs only a fraction of conventional shell structures for the fuselage. The tubular steel structure 15 is composed of hollow box-shaped, welded steel beams 152. FIG. 22 shows the integration of the supporting structure 1 according to FIG. 21 with a single-layer and multi-layer shell structure 2. A seven-story residential wing 300 rises above an intermediate deck. Six recesses 32 are provided on the starboard and port side, which are transverse to the direction of travel in the Ship hull 3 are cut. These cutouts 32 can be designed as continuous transverse openings 323, as open atriums 322, as single-glazed winter gardens 321 or as insulated-glazed atriums 320. The primary structure in skeleton construction 1, together with an independent, multi-layered shell structure, offers 2 degrees of freedom for the arrangement and design of the living spaces 300, which were previously used

Cruise ships were not possible for design reasons. Previously common cabins became apartments 300 with a living space between 30 and 60 sqm with kitchen, bathroom and balcony, so that all the requirements for a permanent stay on the ship are met. The pontoon-like lower section of the fuselage structure with the underwater hull shaped according to hydrodynamic aspects is divided into longitudinal and transverse walls and intermediate decks into individual safety bulkheads - the shell 2 is formed in one or two layers in this area.

FIG. 23 shows the cruise ship according to FIGS. 21 and 22 in a perspective development. The integration of the tubular structure 12 with the spatially structured residential structures 300 is particularly clear here.

24 shows the integration of a bundled tubular structure 13 with round deck structures 33. The framework in skeleton construction 1 has a T-shaped cross section and is composed of a total of five truss tubes bundled in the direction of travel. The diagonal associations are not shown for reasons of clarity. In this example, the entire height of the hull 3 is also used to absorb the bending moments. The primary structure in skeleton construction 1, which assumes the load-bearing function, opens up a great deal of design freedom, which is used here for the formation of deck structures 33 with round stems 31, projections 311 and construction icons 310 which enable a panoramic view of the surrounding sea from every floor. The pontoon-shaped lower fuselage section is clearly recognizable.

25 to 27 show the integration of different bundled tubular structures 13 according to the invention with a double-shell casing structure 2 of a tanker. 25 shows a bundled tubular support structure 13 which is constructed from two frame tubes. Belt profiles and posts of this frame structure 10 consist of welded box profiles 152. The rigidity of the fuselage is ensured by three frame beams 100 arranged in the direction of travel. Frame beams in the transverse direction 101 provide the necessary torsional rigidity and serve to distribute the load. The nodes of the intersecting frame beams are haunched to absorb bending tensile and compressive forces. Fig. 26 shows a steel structure 15, which is constructed from round hollow profiles 152 and has truss girders in the longitudinal and transverse directions 110, 111. In comparison to the supporting structure shown in FIG. 33, this is an extremely rigid truss construction 11, the individual supporting members of which are primarily stressed by normal force. Fig. 27 shows a bundled tubular structure 13, which is composed of hollow box-shaped support members made of prestressed concrete. The bundled tube structure 13 consists of two coupled tubes with a rectangular cross section. The support members of the frame tube are constructed as a composite structure made of steel and concrete 16. Compressed air-filled pressure chambers 218 pass the water pressure on to an internal, predominantly tensile membrane structure. The outer shell 20 consists in all three examples of tensioning bands made of steel 202, which are tensioned in the transverse direction over the primary structure in skeleton construction 1 and welded to one another. 28 shows the tanker according to FIG. 27 in a schematic cross section and FIG. 29 in a perspective development. The bundled tubular structure 13 is made of hollow box-shaped support members 171 made of prestressed concrete 170. The hollow box-shaped support members 171 are connected to a bundled frame tube 13 by means of rigid corner connections. The ship's hull has five port-side and starboard-side tank compartments 303, which are sealed off from one another by a double-shell longitudinal wall 24 and six double-shell transverse walls 25. The hollow box-shaped support members 171 are accessible and serve to guide the installation. Compressed air-filled chambers 218 are provided between the outer shell 20 and the inner shell 21, which transfer the water pressure from an outer shell 20 shaped according to hydrodynamic considerations to a membrane-like inner shell 22 which is predominantly subjected to tensile stress.

30 shows the cross section through a submarine according to the invention. The structure in skeleton construction 1 is designed as a tubular structure 12 with longitudinal and transverse truss girders 110, 111. In the corners of the square tube cross section are the straps of the steel structure 15, which are designed as cross-shaped, composite cross sections 151. The diagonally running truss bars are provided as rolled sections 150. The double-shell casing structure 2 consists of an outer casing 20, which is designed as a welded steel casing 201, and an inner casing 22, which likewise consists of a welded steel casing 220. The intermediate structure 21 consists of longitudinally and transversely arranged web plates which are welded to the outer shell 20 and the inner shell 22 and form a cell structure 210. The schematic section shows a versatile interior 30. Fig. 31 shows the integration of a bundled tubular structure 13 according to the invention made of steel 15 with a two-shell casing structure 2 of a tanker in a schematic cross section. A starboard-side and a port-side tank 303 are each surrounded on all sides by a double-shell casing structure. The envelope structure comprises the ship's floor, the left and the right side wall, the deck and double-shell longitudinal walls 24 and double-shell transverse walls 25, each of which consists of an outer shell 20, an inner shell 22 and an intermediate structure 21. The outer shell made of steel 201 is connected to the inner shell made of steel 220 by means of longitudinal and transverse perforated web plates which form a cell structure 210. The cells 210 can be filled with compressed air and form pressure chambers 218 which transmit the water pressure from the ship's bottom and the side walls to the inner shell 22. The pressure chambers 218 are sealed off from one another in sections, so that only one chamber is affected in the event of an accident. The design of the outer shell 20 and the inner shell 22 as predominantly tensile membranes enables lightweight construction that was previously not possible with tankers. The safety concept through many independent pressure chambers 218 is redundant.

Fig. 32 shows the integration of a bundled tubular structure 13 according to the invention, which is designed as a composite structure made of steel and concrete 16 with a double-shell envelope structure 2. The envelope structure consists of a prestressed outer shell made of tensioning bands made of steel 202, which is stretched in the transverse direction around the structure 1 are welded together. The inner shell 22 also consists of prestressed steel strips 221 which form the tank wall. The bundled tubular support structure 13 is located in the intermediate space 21 between the outer cover 20 and the inner cover 22. A light truss structure 211 serves as Intermediate support structure 21 and connects the tensioning straps 202 of the outer shell 20 to the tensioning straps 221 of the inner shell 22. In this way, a very rigid, light, spatial composite structure, in which rod-shaped and sheet-like elements interact, is produced for the shell structure 2, which improves the stability in the area the ship floor, the outer side walls, the deck, the longitudinal walls 24 and the transverse walls 25 ensures. The space in between is accessible through maintenance and inspection passages 217, which also serve to supply the media.

33 to 35 show vertical detail sections through the outer wall of a tanker according to the invention with different wall structures. 33 shows a double-shell outer shell 2 with a prestressed outer shell made of steel 202 and a prestressed inner shell made of steel 221. The outer and inner shells are supported against one another by a lightweight truss construction 221. In the corner areas one can see the belt profiles of a truss structure 11, which belongs to a bundled tubular structure 13 and is designed as a composite structure made of steel and concrete 16. Two rings with round steel reinforcement 162 are arranged around a core of cross-shaped rolled sections 163. A round hollow profile made of steel serves as the outer, load-bearing, lost formwork 160. The cavity between the steel core 163 and the outer steel jacket 160 is filled with filler concrete 161. The tensioning straps of the outer cover rest on a saddle surface 230, which is supported on the belt profiles. About halfway up the tank room there is an inspection aisle with media guide 217. The structure of the bundled tubular support structure 13 in FIG. 34 corresponds to the composite structure made of steel and concrete described in FIG. 33. The double-shell casing construction here likewise consists of an outer casing 20, which is formed by tensioning bands made of steel 202, and of a prestressed inner casing 22, which is also made of pre-tensioned straps made of steel 221 and is biased in a longitudinal and transverse direction against the primary structure in skeleton construction 1 via a suspension structure 231. Both shells are connected to one another in a shear-resistant manner by a foam core 213. About halfway up the tank 304, a revision and maintenance passage 217 with a circular cross section is embedded in the foam body 213. This variant of the tanker is unsinkable in the event of an accident. Even if the outer hull 20 is damaged by cracks or holes, water does not enter the inside of the ship. The supporting structure shown in FIG. 35 shows the section of a bundled tubular supporting structure 13, which is designed as a composite construction made of steel and concrete 16. The multi-shell casing structure 2 consists of a prestressed outer casing 20 and a prestressed inner casing 22, each made of steel. The intermediate structure 21 is formed by compressed air-filled tires 212 in a modular arrangement. The tires 212 are part of a safety concept in which, after the outer casing 20 has been damaged, no water can penetrate into the intermediate space. In the event of an accident, the compressed air-filled tires 212 serve as buoyancy bodies. When empty, they can be filled with water and serve as ballast tanks. In the detail section shown, a modular space, which is provided for accommodating the tires 212, is used as a maintenance and inspection aisle 217.

36 shows the integration of a bundled tubular supporting structure 13, which is constructed as a steel supporting structure 15 from hollow box profiles 152. Truss girder in the longitudinal direction 110 and truss girder in the transverse direction 111 form a rigid, shear and torsion-resistant primary structure in skeleton construction 1. The outer shell 20 consists of an elastic steel sheet 202, which is tensioned around the primary structure 1. The inner shell 22 is designed as a tensile membrane structure and consists of pillow-shaped steel membranes 224, which are connected to the primary structure 1 via an intermediate structure 21. This intermediate structure 21, the outer shell 20 and the inner shell 22 form a plurality of mutually independent pressure chambers 218 which are filled with compressed air. The compressed air filling of the pressure chambers 218 ensures that the water pressure applied to the outer shell 20 is passed on to the tensile steel membrane 224. The inner shell 22 is also the delimitation of the modularly arranged tank spaces 303. It can be ensured by valves and pumps that the pressure chambers 218 can be adapted to the water pressure given by the respective loading situation. Since many mutually independent pressure chambers 218 are provided, this construction of a double-shell envelope structure also meets safety requirements, especially since the thin-walled membrane structure of the inner shell 22 is protected by the surrounding support members of the primary structure 1. The hydrodynamic shape of the hull 3 was not shown in this schematic cross section.

37 to 39 show different shapes of a ship's bottom with a perforated outer shell. 37 shows the detail of a ship's floor with the inner casing 224 subjected to tensile stress and the perforated outer casing 206. The cylindrical, uniaxially curved membrane surfaces of the inner casing 224 are supported on an intermediate structure 21, which establishes the connection to the primary structure in skeleton construction 1. The water filling 219 between the outer shell 20 and the inner shell 22 ensures that the water pressure is applied directly to the membrane structure 224 of the inner shell 22. The outer casing 206 perforated by line-shaped openings 207 is constructed from tensioning strips made of steel 202, which give the ship's hull an aerodynamically favorable outer contour. 38 shows the detail of a ship's floor with the inner casing 224 subjected to tensile stress and the perforated outer casing 206. The pillow-shaped, biaxially curved membrane surfaces 224 of the inner shell 22 are supported on a longitudinally and transversely arranged intermediate structure 21, which forms a cell structure 210. Fine, punctiform openings 207 in the outer hull 20 break through the outer skin of the ship's hull, which is shaped from a fluidic point of view, and convey the water pressure to the membrane structure 224 of the inner hull 22 through the water filling 219 provided between the outer hull 20 and the inner hull 22. FIG. 39 also shows the detail of a ship's bottom tensile inner shell 224 and perforated outer shell 206. The cushion-shaped, biaxially curved membrane surfaces 224 of the inner shell 22 are based on triangular fields of a framework structure 11 of the primary structure in skeleton construction 1. The perforated outer casing 206 is designed as a flat, thin-walled perforated plate.

40 to 47 show inflow openings 207 and outflow openings 208 within a perforated outer casing 206. A corresponding shaping of the punctiform and linear inflow and outflow openings 207, 208 brings about locally effective flow effects by which the flow resistance of the ship's hull can be positively influenced. 40, 42, 44 and 46 illustrate the suction effect at outflow openings 208 and the accumulation effect at inflow openings 207. FIGS. 40-43 show punctiform inflow and outflow openings 207, 208, while FIGS. 47 show linear inlet and outlet openings 207, 208. A corresponding arrangement of these openings influencing the flow in the area of the underwater ship can, under certain circumstances, ensure that a laminar flow pattern is maintained over at least part of the entire length of the ship's hull and that vortex formation and turbulence, which significantly increase the drag, are avoided. The reference symbols used are listed below:

Claims

claims 1. Watercraft in the manner of a ship, boat or submarine, with a hull structure (3), which is constructed from a load-bearing frame (1) and a water-proof envelope structure (2), characterized in that the load-bearing frame (1) Fuselage structure (3) is designed as an at least almost complete structure in skeleton construction (1). 2. Watercraft according to claim 1, wherein the structure (1) has a frame structure (10) with frame members in the longitudinal direction (100) and frame members in the transverse direction (101). 3. Watercraft according to claim 1 or 2, wherein the structure (1) has a truss structure (11) with truss girders in the longitudinal direction (110) and truss girders in the transverse direction (111). 4. Watercraft according to one of the preceding claims, wherein the envelope structure (2) at least partially surrounds the supporting structure (1). 5. Watercraft according to one of the preceding claims, wherein the envelope structure is at least partially freed from the global supporting function. 6. Watercraft according to one of the preceding claims, wherein the supporting structure (1) has supports (100, 101, 110, 111) which are designed as parallel-belted or freely shaped, as flat or curved and as two- and multi-belted carriers. 7. Watercraft according to one of the preceding claims, wherein the supporting structure (1) has supports (100, 101, 110, 111) which form a torsionally and bending-resistant tubular structure (12) which is closed on all sides and has a triangular, polygonal, round or oval cross section (120-122) are connected, which extends in the longitudinal direction of the watercraft. 8. Watercraft according to one of the preceding claims, wherein the supporting structure (1) has at least two tubular structures, which are combined to form a bundled tubular structure (13). 9. Watercraft according to one of the preceding claims, wherein the structure (1) individual support members made of steel (15), reinforced concrete (17), a composite structure made of steel and concrete (16), of wood (18), aluminum or carbon fiber composite materials, which are screwed, welded, cast or glued together. 10. Watercraft according to one of the preceding claims, wherein the envelope structure (2) is formed at least two shells. 11. Watercraft according to claim 10, wherein the shell structure has two-shell longitudinal and transverse walls (24, 25) 12. Watercraft according to claim 10 or 11, wherein the envelope structure (2) runs in front of the supporting structure (1) and forms stems (31) with construction icons (310) or projections (311). 13. Watercraft according to one of claims 10 to 12, wherein the envelope structure (2) is set back with respect to the supporting structure (1) and recesses (32), atriums (320), winter gardens (321), atriums (322), continuous transverse openings (323 ) or the like forms. 14. Watercraft according to one of claims 10 to 13, wherein the shell structure (2) has an outer shell (20) and an inner shell (22) which define an intermediate space. 15. Watercraft according to claim 14, wherein the supporting structure (1) is arranged at least partially in the intermediate space. 16. Watercraft according to claim 14 or 15, wherein the outer shell (20) and the inner shell (22) are arranged at an angle to one another, and form an intermediate space between them which is expanded to form a space (30) which can be used in particular as a glazed winter garden (321). 17. Watercraft according to one of claims 14 to 16, wherein the outer shell (20) has a large area glazing (205) with a substructure (204). 18. Watercraft according to one of claims 14 to 17, wherein the intermediate space has a stiffening structure (21), which has longitudinal and transverse web plates, which are welded to an outer steel shell (201) and an inner steel shell (220) and a cell structure (210) form. 19. Watercraft according to one of claims 14 to 18, wherein the intermediate space has a stiffening structure (21) having a spatial truss structure (211) which connects the outer shell (20) with the inner shell (22). 20. Watercraft according to one of claims 14 to 19, wherein the intermediate space has a stiffening supporting structure (21) which comprises tires (212) filled with compressed air or water and which The outer shell (20) and the inner shell (22) are supported against each other. 21. Watercraft according to one of claims 14 to 20, wherein the intermediate space has a stiffening structure (21) which has at least one foam body (213), and wherein the outer shell (20) and the inner shell (22) with the at least one foam body ( 213) are at least partially glued and form a sandwich construction. 22. Watercraft according to one of claims 14 to 21, wherein the intermediate space has a stiffening structure (21) which comprises filling elements (214-216) which are connected to the outer shell (20) and / or the inner shell (22) loosely or non-positively are. 23. Watercraft according to one of claims 14 to 22, wherein the intermediate space has a stiffening structure (21) which has walk-in maintenance passages (217) for the installation guide. 24. Watercraft according to one of claims 14 to 23, wherein a pressure chamber (218) is provided between the outer shell (20) and inner shell (22) and wherein the inner shell (22) is designed as an at least uniaxially curved steel membrane (224). 25. Watercraft according to one of claims 14 to 24, wherein the outer shell (20) is designed as a perforated membrane (206) with inflow openings (207) and outflow openings (208) in order to enable the intermediate space (219) to be filled with water. 26. Watercraft according to one of claims 14 to 25, wherein at least the outer shell (20) of the shell structure (2) is designed as a tensile structure and consists of tensioning straps (202) which are tensioned in the transverse direction and interconnected and via deflection saddles (230) are stretched around the structure (1). 27. Watercraft according to one of claims 14 to 26, wherein the inner shell (22) is designed as a tensile structure and is biased in longitudinal and transverse directions against suspensions (231) against the supporting structure (1). 28. Watercraft according to one of claims 14 to 27, wherein the outer shell (20) an outer membrane (202) and the inner shell (22) forms an inner membrane (224), and a negative pressure or positive pressure can be applied between the outer shell (20) and the inner shell (22) in order to stabilize the outer membrane (202) and / or the inner membrane (224) , 29. Watercraft according to one of claims 14 to 29, wherein the outer shell (20) has the structure of a shark skin and consists of sheet steel or plastic. 30. Watercraft according to one of the preceding claims, wherein the supporting structure has carriers (100, 101, 110, 111), the shell structure (2) is formed with one or more shells and as a structure independent of the supporting structure (1) outside and inside of the Beams (100, 101, 110, 111) defined level.