CN117022529A

CN117022529A - Adjustable drag reduction air guide sleeve for container ship

Info

Publication number: CN117022529A
Application number: CN202311100188.2A
Authority: CN
Inventors: 吴琼; 熊小青; 王金宝; 马翔; 孟阳; 袁帅; 韦红刚; 石磊
Original assignee: 708th Research Institute of CSIC
Current assignee: 708th Research Institute of CSIC
Priority date: 2023-08-29
Filing date: 2023-08-29
Publication date: 2023-11-10

Abstract

The application relates to an adjustable drag reduction air guide sleeve for a container ship, which relates to the technical field of ships and comprises an air guide sleeve main body arranged on a ship bow and an auxiliary plate arranged on the top of the air guide sleeve main body, wherein the air guide sleeve main body can be vertically adjusted, and an included angle between the auxiliary plate and the air guide sleeve main body can be adjusted. The application can be adjusted according to the stacking situation of the container ship, and can effectively improve the bow air flow field by adapting, thereby being beneficial to reducing the better appearance of wind resistance.

Description

Adjustable drag reduction air guide sleeve for container ship

Technical Field

The application relates to the technical field of ships, in particular to an adjustable drag reduction air guide sleeve for a container ship.

Background

The third stage of EEDI requires that the container ship starts from 4 months of 2022, new shipbuilding reduces 30% of carbon emission on the basis of the standard line standard, and energy conservation and emission reduction become one of the key problems to be solved urgently in the ship industry. The ship type design of the existing container ship is mature, obvious drag reduction effect is difficult to achieve from the aspect of ship type design, and most of research is conducted from the aspects of adding energy-saving devices, selecting power systems and the like.

In recent years, research on underwater energy saving devices of container ships has achieved remarkable results, but research on energy saving technology of upper buildings is not so much. For the container ship, under the loading condition, the orthographic projection area of the part above the water line of the ship body is larger, and the ship speed is higher, so that the air resistance of the container ship can be up to 10% of the total resistance when the container ship sails in the top wind. Currently, a certain shipping company in japan installs a wind deflector for a container ship under a flag, which is said to reduce emission by 4% at maximum; related researches are also started in China, and various fairings are added on the bow of the container so as to reduce air resistance.

According to the search, in the patent document of publication No. CN114394195A, a flexible guide cover (shown in figure 1) which can stretch along the ship length direction is introduced, and the three flexible guide plates are used for controlling and adjusting the opening and closing of the guide cover step by step; in the patent document with publication number CN203921127U, a deflector (fig. 2) with a folded angle streamline structure is described, which is mainly composed of left and right side deflectors and a middle deflector integrally; in the publication CN205345270U, a guide cover (fig. 3) is also described, in which three guide plates are spliced to form a continuous curved surface, and each guide plate has a specific three-dimensional curved surface.

In the guide cover, the guide cover of the flexible guide plate which can stretch along the ship length direction is adopted, and the guide plate is easy to deform under the condition of high relative wind speed, so that the drag reduction effect is reduced; the adoption of the angle streamline or the special fixed curved surface of the guide cover has poor adaptability to different container stacking conditions of the container ship.

Disclosure of Invention

Aiming at the defects, the application provides the adjustable drag reduction air guide sleeve, which can improve the air flow field of the part above the water surface of the ship, thereby effectively reducing the wind resistance of the container ship in the course of navigation and achieving the effects of energy conservation and emission reduction.

In order to achieve the above purpose, the technical scheme of the application provides an adjustable drag reduction fairing for a container ship, which comprises a fairing body arranged on a ship bow and an attaching plate arranged on the top of the fairing body, wherein the fairing body can be vertically adjusted, and an included angle between the attaching plate and the fairing body can be adjusted.

Preferably, the guide cover main body comprises a plurality of rigid curved guide plates arranged along the height direction of the ship, the lowermost guide plate is connected with the ship bow side wall, the upper guide plate is connected with the lower guide plate and can move downwards, and the auxiliary plate is arranged on the uppermost guide plate.

Preferably, a horizontal shelf is arranged at the top of the uppermost guide plate, the two guide plates are in smooth and rounded transition, and the auxiliary plate is arranged on the horizontal shelf.

Preferably, the attachment plate is connected to an end of the horizontal shelf adjacent to the stacking box.

Preferably, the pair of attaching plates is arranged, and the attaching plates are V-shaped near the inner side of the midship longitudinal section.

Preferably, the projection contour line BC of the accessory board is collinear with the upper right vertex D of the first rear row of containers, and the upper right vertices D and E of the first container and the second container are collinear with the rounded arc line endpoint a of the fifth deflector or are in a smooth curve.

Preferably, the top height of the fifth deflector is 4/5 of the height of the container in the first row at the rear, and the included angle between the auxiliary plate and the horizontal plane is 19 degrees.

Preferably, the leeward surface of the guide plate is provided with a supporting component for supporting and reinforcing.

Preferably, the width of the air guide sleeve main body is larger than or equal to the maximum width of the rear container group.

Preferably, the horizontal shelf may be provided with a hole through which the mast passes.

Compared with the prior art, the adjustable drag reduction air guide sleeve for the container ship has the following characteristics:

the vertical telescopic guide cover body formed by the guide plates is matched with the auxiliary plates with adjustable angles, so that the vertical telescopic guide cover body can be adjusted according to the stacking situation of the container ship, and the air flow field of the bow can be effectively improved by adapting, thereby being beneficial to reducing the better appearance of wind resistance.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

FIG. 1 is a telescoping pod of publication No. CN 114394195A;

FIG. 2 is a corner-folded streamline-shaped air guide sleeve in the patent document of publication No. CN 203921127U;

FIG. 3 is a curved linear pod as disclosed in publication No. CN 205345270U;

FIG. 4 is a side view of the drag reducing pod of the present application;

FIG. 5 is a front view of the drag reducing pod of the present application;

FIG. 6 is a top view of the drag reducing pod of the present application;

FIG. 7 is a three-dimensional view of a drag reducing pod of the 13K container ship of the present application;

FIG. 8 is a side view of a drag reducing pod of the 13K container ship of the present application;

FIG. 9 is an elevation view of a drag reducing pod of the 13K container ship of the present application;

FIG. 10 is a top view of the drag reducing pod of the 13K container ship of the present application;

fig. 11 shows the main parameters of a container ship part of the present application.

Reference numerals: 1-1, a first deflector; 1-2, a second deflector; 1-3, a third deflector; 1-4, a fourth deflector; 1-5, a fifth deflector; 2. a horizontal shelf; 3. attaching a plate; 4. a mast; 5. a first container; 6. a second container; 7. a bulwark; 8. a deck; 9. a stem;

A. the side of the fifth guide plate projects an endpoint on the inverted arc line; B. the lower end point of the projection line segment of the attaching plate side; C. the upper end point of the projection line segment of the attaching plate side; D. an upper right vertex on the first container side projection view; E. the upper right vertex on the second container side projection view.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The embodiment of the application discloses an adjustable drag reduction air guide sleeve for a container ship, which consists of an air guide sleeve main body and an auxiliary plate 3, and respectively bears two adjusting functions. The vertical adjustable guide cover main body formed by the guide plates is matched with the angle-adjustable auxiliary plate 3, the adjustment is carried out according to the stacking situation of the container ship, and an air flow field capable of effectively improving the ship bow disturbance is adapted, so that the optimal shape of wind resistance is reduced, and the purposes of energy conservation and emission reduction are achieved.

The application mainly comprises two parts which respectively bear two adjusting functions. The guide cover main body is formed by connecting a plurality of rigid curved guide plates along the height direction of the ship, the lowermost guide plate is connected with the ship bow bulwark 7 into a whole, and the guide plates can stretch and retract along the height direction of the ship so as to adapt to different box stacking heights; a horizontal shelf 2 is arranged at the top of the guide plate at the uppermost layer, the horizontal shelf 2 and the guide plate are subjected to smooth and rounded transition, one end of the horizontal shelf 2 close to the stacking box is connected with a pair of auxiliary plates 3, and the included angle between the auxiliary plates 3 and the horizontal shelf 2 can be adjusted, so that wind energy ascending along the bow is smoothly transited and passes through the upper surface of the container.

In order to make the technical means, creation features, achievement of objects and effects achieved by the present application easy to understand, the following embodiments are specifically described with reference to fig. 4 to 6 for a drag reduction pod of a container ship. The examples are intended to illustrate the application and not to limit the scope of the application, and various modifications to the application in its equivalents will fall within the scope of the appended claims to those skilled in the art.

From the side view of the drag reduction air guide sleeve of fig. 4, the air guide sleeve main body is formed by connecting a plurality of rigid curved surface air guide plates along the height direction of a ship, the first air guide plate 1-1 at the lowest surface is connected with the ship bow part bulwark 7 into a whole, the second air guide plate 1-2, the third air guide plate 1-3, the fourth air guide plate 1-4 and the fifth air guide plate 1-5 sequentially extend along the height direction of the ship, a horizontal shelf 2 is arranged at the top of the fifth air guide plate 1-5, the horizontal shelf 2 and the fifth air guide plate 1-5 carry out smooth and rounding transition, one end of the horizontal shelf 2, which is close to the first container 5, is provided with a pair of attaching plates 3, and in the front view of the drag reduction air guide sleeve of fig. 5, the inner sides of the attaching plates 3, which are close to the longitudinal sections in the ship, are in a V shape.

The application includes the following features:

1. the first deflector 1-1 is integrally connected with the ship bow side wall 7, and the leeward side can be supported and reinforced by a supporting component.

2. The second guide plate 1-2, the third guide plate 1-3, the fourth guide plate 1-4 and the fifth guide plate 1-5 can be telescopically adjusted in the height direction of the ship through guide rail channels, and a supporting component for expanding and retracting can be arranged on the leeward surface for supporting and reinforcing in order to bear larger wind resistance.

3. The height of the guide cover main body can be adjusted according to the actual boxing condition, and the guide cover main body can be contracted to the lowest height under the non-boxing condition so as to reduce wind resistance.

4. In the front view of the drag reducing pod of fig. 5, the width of the pod body should cover the maximum width of the rear container set as much as possible.

5. The horizontal shelf 2 needs to effectively avoid the mast 4 of the stem, and the horizontal shelf 2 cannot be too close to a rear container, otherwise, the angle adjustment range of the auxiliary plate 3 can be limited, and the drag reduction effect of the whole guide cover main body is reduced. When the longitudinal position of the mast 4 has to pass through the horizontal shelf 2, holes can be made in the horizontal shelf 2 to allow the mast 4 to pass smoothly.

6. The auxiliary plates 3 are a pair of thin plates which are symmetrical left and right, are hinged with the horizontal shelf 2, and can adjust the horizontal included angle. The two auxiliary plates 3 are in a V shape on the inner side in the front view of the drag reduction air guide sleeve of the figure 5, and the outer side contour coincides with the upper contour line of the fifth air guide plate 1-5 in the top view of the drag reduction air guide sleeve of the figure 6. The mast 4 can pass between the two attachment plates 3 when the longitudinal position of the mast 4 does not need to pass the horizontal shelf 2. Under the condition of no boxing, the horizontal included angle of the auxiliary plate 3 can be adjusted to be 0 degree, so that wind resistance is reduced.

7. The principle of determining the angle between the dome main body and the attaching plate 3 is as follows: in the pod side view of fig. 1, the side projection profile BC of the attachment plate 3 is collinear with the upper right vertex D of the first rear row of containers; the upper right vertices D and E of the first and second containers 5, 6 and the rounded arc end point a of the fifth baffle 1-5 should be collinear or in a smooth curve.

Taking a container ship as an example, the beneficial effects of the application are illustrated, and main parameters of the hull part are shown in fig. 11.

The container ship is arranged in 20 rows longitudinally of the ship, 20 columns transversely, and vertically stacks 8-12 layers of 20 feet standard containers. The number of the stacking boxes in the 1 st row is 18, the number of the stacking boxes in the 2 nd row is 9, and the number of the stacking boxes in the 3 rd row at the back is 10.

Fig. 7-10 are three-dimensional and three-dimensional views of a drag reducing pod of the container ship design.

As can be seen from the side view of fig. 8, the first deflector 1-1 at the lowest part of the drag reducing guide shell body of the ship bow is connected with the ship bow part bulwark 7 into a whole, and the second deflector 1-2, the third deflector 1-3, the fourth deflector 1-4 and the fifth deflector 1-5 extend successively along the height direction of the ship. A horizontal shelf 2 is arranged at the top of the fifth guide plate 1-5, the horizontal shelf 2 and the fifth guide plate 1-5 are subjected to fairing and rounding, the rounding radius is about 3.43 meters, after the height is adjusted, the top of the fifth guide plate 1-5 is about 4/5 of the height of the first container 5 in the 1 st row, namely, the upper surface of the 7 th layer container, so that the upper right vertex D of the first container 5 and the upper right vertex E of the second container 6 in the 3 rd row can be ensured to form a fairing curve with the inverted arc line end point A. One end of the horizontal shelf 2 is provided with a pair of attachment plates 3, and the side projection contour line BC of the attachment plates 3 is collinear with the upper right vertex D of the first container 5 and forms an angle of about 19 ° with the horizontal plane. In the front view of fig. 9, the inner sides of the two attachment plates 3 are V-shaped. In the top view of fig. 10, the outer contour of the attachment plate 3 coincides with the upper contour of the fifth deflector 1-5.

As can be seen from fig. 8 and 9, since the first container 5 of row 1 is closer to the stem 9, the pod body cannot be too long in the ship's length direction, and therefore the pod body width cannot completely cover the maximum width of the rear container group in front view, which is about 48.8 meters.

The drag-reducing air guide sleeve can improve the flow field of the bow air, reduce the wind resistance of the part above the water plane of the container ship, thereby reducing the total resistance of the whole ship and having certain energy-saving effect. When the wind is in the top wind navigation, the energy-saving effect can generally reach about 2% -4%, and under certain special wind direction angles, the energy-saving effect is more obvious and can reach 9% at most.

While the application has been described with respect to preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the application as defined by the appended claims. Equivalent embodiments of the present application will be apparent to those skilled in the art having the benefit of the teachings disclosed herein, when considered in the light of the foregoing disclosure, and without departing from the spirit and scope of the application; meanwhile, any equivalent changes, modifications and evolution of the above embodiments according to the essential technology of the present application still fall within the scope of the technical solution of the present application.

Claims

1. The utility model provides an adjustable drag reduction kuppe for container ship, its characterized in that, including locating the kuppe main part of ship bow and locating attachment plate (3) at kuppe main part top, but the kuppe main part vertical adjustment, attachment plate (3) are adjustable with contained angle between the kuppe main part.

2. An adjustable drag reducing fairing for a container ship according to claim 1, characterized in that the fairing body comprises a number of rigid curved baffles arranged in the direction of the ship's height, the lowest baffle being connected to the bow wall (7), the upper baffle being connected to the lower baffle and being movable downwards, the attachment plate (3) being arranged on the uppermost baffle.

3. An adjustable drag reducing fairing for a container ship according to claim 2, characterized in that the uppermost top of the deflector is provided with a horizontal shelf (2), both of which are smooth and rounded, the attachment plate (3) being provided on the horizontal shelf (2).

4. An adjustable drag reducing fairing for a container ship according to claim 3, characterized in that the attachment plate (3) is connected to the end of the horizontal shelf (2) near the stacking box.

5. An adjustable drag reducing fairing for a container ship according to claim 4, characterized in that said attachment plates (3) are provided in a pair, said attachment plates (3) being V-shaped near the inner side of the midship longitudinal section.

6. An adjustable drag reducing fairing for a container ship according to claim 5, characterized in that the projected profile BC of the attachment plate (3) is collinear with the upper right vertex D of the first rear row of containers, the upper right vertices D and E of the first (5) and second (6) containers being collinear with the rounded arc end points a of the fifth deflector plates (1-5) or a fairing curve.

7. An adjustable drag reducing fairing for a container ship according to claim 6, characterized in that the top height of the fifth deflector (1-5) is 4/5 of the height of the first row of containers at the rear, the attachment plate (3) being at an angle of 19 ° to the horizontal.

8. An adjustable drag reducing fairing for a container ship as recited in claim 2, wherein said deflector lee side is provided with a support assembly for supporting reinforcement.

9. The adjustable drag reducing pod for a container ship of claim 1, wherein the pod body has a width greater than or equal to a maximum width of a rear set of containers.

10. An adjustable drag reducing fairing for a container ship according to claim 3, characterized in that the horizontal shelf (2) can be provided with holes for the mast (4) to pass through.