Wind shield of container ship and design method thereof
By designing the windshield of the container ship, including connecting plates, guide plates and cover plates, the problem of increasing fuel consumption and carbon emissions caused by wind loads during operation of the container ship is solved, and the effect of reducing wind resistance, reducing fuel consumption and carbon emissions is achieved.
Patent Information
- Application Number
- CN202411795980.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-09
- Publication Date
- 2025-03-14
AI Technical Summary
During the operation of container ships, fuel consumption increases due to wind loads, resulting in an increase in carbon emissions.
A container ship windshield is designed, including connecting plates, guide plates and cover plates, to reduce wind resistance through the arrangement of these components, and further optimize the drag reduction effect through curved structure and air holes.
It effectively reduces the wind resistance of container ships, reduces fuel consumption and carbon emissions, and improves the operating efficiency of ships.
Smart Images
Figure CN119611619A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of ship design, and in particular to a windshield of a container ship and a design method thereof. Background Art
[0002] Sea waves are an important environmental factor that has an important impact on the actual navigation of ships in the sea. In addition, wind resistance also has a certain degree of influence on stall, power estimation, etc. In terms of safety, wind load also plays an important role. At the same time, scholars from foreign research institutions have also fully reflected the research on wind resistance in the design of future green ships.
[0003] The volume of the structure above the waterline of a container ship is large, so the wind-exposed area of this part of the structure is large, and the effect of wind load is more obvious. During the operation of the container ship, the wind load will increase its fuel consumption, thereby increasing the carbon emissions of the container ship.
[0004] In summary, it is necessary to provide an improved technical solution to address the above-mentioned deficiencies in the prior art. Summary of the invention
[0005] The purpose of the embodiments of the present application is to provide a windshield of a container ship and a design method thereof, wherein the windshield can reduce the wind resistance encountered by the container ship during operation and reduce the fuel consumption of the container ship. The design method can provide a quick method for designing a container windshield.
[0006] In a first aspect, a wind deflector for a container ship is provided, comprising:
[0007] A connecting plate connected to the outer edge of the bow structure of the main deck and arranged perpendicularly to the main deck; the height of the connecting plate is a first height;
[0008] a guide plate connected to the top of the connecting plate and having the same length as the connecting plate; the outermost line of the guide plate after intersecting the longitudinal section of the ship is the first characteristic line, the first characteristic line is inclined toward the stern, and the angle between the first characteristic line and the main deck is the first angle;
[0009] The cover plate has a predetermined width and is arranged on the top of the guide plate; the outer edge of the cover plate is aligned with the outer edge of the top of the guide plate, and the inner edge of the cover plate extends toward the longitudinal section of the ship.
[0010] In one feasible manner, the top surface and the cover plate of the guide surface are both inclined, the line type at the intersection of the cover plate and the longitudinal section of the ship is a second characteristic line, the second characteristic line is inclined toward the stern, the angle between the second characteristic line and the main deck is a second angle, and the angle between the top surface of the guide plate and the main deck is the same as the second angle.
[0011] In one feasible manner, the projection line shape of the outer edge of the connecting plate on the horizontal plane includes a vertex and two endpoints, and the vertex is located at the bow position of the main deck; the side of the guide plate at the endpoint position is vertically arranged, and the side of the cover plate at the endpoint position is horizontally arranged.
[0012] In an practicable manner, the distance between the end point of the connecting plate and the frontmost position of the bow container is greater than or equal to 1.25 m.
[0013] In an operative manner, the height of the guide plate at the vertex position is a second height, and the height of the guide plate at the endpoint position is a third height; the second height is smaller than the third height.
[0014] In an practicable manner, the first height is 3-7 m, the second height is 3-6 m, and the third height is 2-3 m.
[0015] In one practicable manner, the second height is 1-2 times the height of the container.
[0016] In an practicable manner, one or more air holes are provided on the connecting plate.
[0017] According to a second aspect of the present application, a method for designing a windshield of a container ship is also provided, which is used to design the windshield of the container ship provided in the first aspect, comprising the following steps:
[0018] S1. Determine a first height of the connecting plate within the design range of the connecting plate;
[0019] S2. Determine the second height, the third height and the first angle of the guide plate within the design range of the guide plate;
[0020] In an practicable manner, in step S2, determining the first angle of the guide plate includes at least the following:
[0021] A container close to the bow is defined as a bow container, and the height of the bow container is a first reference height; a line between the bow vertex of the main deck and the front end vertex of the bow container is defined as a first reference line, the length of the first reference line is a first reference length, and the angle between the first reference line and the main deck is configured as a first reference angle; the first reference angle is determined according to the first reference height and the first reference length; the first angle is determined according to the first reference angle.
[0022] In an practicable manner, in step S2, determining the second angle of the cover plate includes at least the following:
[0023] The living area is arranged at the rear side of the container, the distance between the vertex of the living area and the main deck is defined as the second reference height, the distance between the vertex of the living area and the vertex of the bow container is defined as the second reference distance; the line between the vertex of the living area and the vertex of the bow container is defined as the second reference line, the angle between the second reference line and the ship deck is defined as the second reference angle; the second reference angle is determined according to the second reference height and the second reference distance; the second angle is determined according to the second reference angle.
[0024] In one practicable manner, the first angle is greater than a first reference angle, and the second angle is greater than a second reference angle.
[0025] Compared with the prior art, the beneficial effects of this application are:
[0026] In the technical solution of the present application, the connection strength between the windshield and the main deck is ensured by the provision of a connecting plate. The wind resistance of the container behind the windshield can be reduced by the provision of a guide plate. The wind resistance of the container behind the windshield can be further reduced by the provision of a cover plate. By setting the connecting plate, the guide plate and the cover plate as a curved structure, they work together to reduce resistance and ensure the resistance reduction effect of the windshield. The drag reduction effect of the windshield is further optimized by the provision of wind holes. At the same time, the present application proposes a method for conveniently designing a windshield. Therefore, the present application can reduce the wind resistance encountered by container ships during operation, reduce the fuel consumption of container ships, and thus reduce overall carbon emissions. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] Figure 1 It is a schematic diagram of the three-dimensional structure of a windshield of a container ship according to an embodiment of the present invention.
[0028] Figure 2 The figure is a schematic diagram of the installation structure of a windshield of a container ship according to an embodiment of the present invention.
[0029] Figure 3 This is a distribution diagram of wind resistance analysis results of a container ship in a windshield of a container ship according to an embodiment of the present invention.
[0030] Figure 4 This is a distribution diagram of the wind resistance analysis results of a container ship in the prior art.
[0031] The reference numerals are described as follows:
[0032] 1. Main deck; 2. Bow container; 3. Living area; 4. Connecting plate; 5. Guide plate; 6. Cover plate. DETAILED DESCRIPTION
[0033] The specific embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. These embodiments are only used to illustrate the present invention, but not to limit the present invention.
[0034] In the description of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.
[0035] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0036] Furthermore, in the description of the present invention, unless otherwise specified, “plurality” means two or more.
[0037] According to the first aspect of the present application, see Figure 1 and Figure 2 First, a windshield for a container ship is provided, comprising:
[0038] The connecting plate 4 is connected to the outer edge of the bow structure of the main deck 1 and is vertically arranged with respect to the main deck 1; the height of the connecting plate 4 is a first height H1;
[0039] It should be noted that the first height is 3-7 m, and the height of the connecting plate 4 can be determined according to the specific design of the ship.
[0040] The guide plate 5 is connected to the top of the connecting plate 4 and has the same length as the connecting plate 4; the outermost line of the guide plate 5 after intersecting the longitudinal section of the ship is the first characteristic line, the first characteristic line is inclined toward the stern, and the angle between the first characteristic line and the main deck 1 is the first angle a1. By setting the first angle a1, the rear container can be better prevented from being directly subjected to wind pressure.
[0041] The cover plate 6 has a predetermined width and is covered on the top of the guide plate 5; the outer edge of the cover plate 6 is aligned with the outer edge of the top of the guide plate 5, and the inner edge of the cover plate 6 extends toward the longitudinal section of the ship.
[0042] It should be noted that the width of the cover plate 6 can be adjusted according to the weight and requirements of the windshield.
[0043] In one feasible manner, the top surface of the guide surface and the cover plate 6 are both inclined, the line shape at the intersection of the cover plate 6 and the longitudinal section of the ship is a second characteristic line, the second characteristic line is inclined toward the stern, the angle between the second characteristic line and the main deck 1 is a second angle b1, and the angle between the top surface of the guide plate 5 and the main deck 1 is the same as the second angle b1.
[0044] In one practicable manner, the projection line of the outer edge of the connecting plate 4 on the horizontal plane includes a vertex and two endpoints, and the vertex is located at the bow position of the main deck 1; the side of the guide plate 5 at the endpoint position is vertically arranged, and the side of the cover plate 6 at the endpoint position is horizontally arranged.
[0045] It should be noted that the connecting plate 4 is a vertically arranged curved plate. The guide plate 5 is a lofted curved plate with an inclined edge having a first angle at the vertex and a vertical edge at the end point. The cover plate 6 is a lofted curved plate with an inclined edge having a second angle at the vertex and a horizontal edge at the end point.
[0046] In an practicable manner, the distance between the end point of the connecting plate 4 and the front end of the bow container 2 is greater than or equal to 1.25 m, so as to leave a sufficient passage distance.
[0047] In an practicable manner, the height of the guide plate 5 at the vertex position is a second height H2, and the height of the guide plate 5 at the endpoint position is a third height H3; the second height H2 is smaller than the third height H3.
[0048] It should be noted that the second height is 3-6m, the second height can be determined according to the height of the container, and the second height is 1-2 times the height of the container. The third height is 2-3m.
[0049] Specifically, taking a super large container ship as an example, under full load, Hb = 30.213m, Ha = 23.521m, Lb = 73.196m, L = 34.018m, then a = 43.74°, b = 5.245°. Therefore, in the wind deflector provided in this embodiment, the first angle a1 between the first characteristic line and the main deck 1 needs to be greater than 43.74°, and the second angle b1 between the second characteristic line and the main deck 1 needs to be greater than 5.245°.
[0050] In a specific embodiment, the first height of the wind shield is 6.5 m, the first angle a1 is 53°, the second angle b1 is 10°, and the total height of the wind shield is 14 m.
[0051] The wind resistance coefficient under different wind directions after the wind shield provided in this embodiment is loaded in the container ship under full load is obtained through experiments, and the wind shield not loaded is used as a control group for comparison, so as to determine the wind resistance reduction rate of the wind shield. The oncoming wind of the container ship is defined as the 0° wind direction, and the wind direction angle increases counterclockwise. The wind direction is set in the range of 0-75° relative to the direction of travel, and the wind resistance reduction rate of the container ship under full load is calculated. When the wind direction changes from head-on wind to oblique wind, that is, the wind direction gradually increases from 0° to 90°, the wind resistance in the x direction of the container ship without the wind shield increases first and then decreases, reaching a peak value when the wind direction is 30°. After loading the wind shield, when the wind direction is 15° and 30°, the wind resistance coefficient is significantly reduced by about 20% compared with when it is not loaded. As shown in Table 1, the wind shield provided in this embodiment can play a good role in reducing wind resistance. As shown in Table 1, the wind shield provided in this embodiment can reduce wind resistance by 13.96% on average.
[0052] Table 1
[0053]
[0054] Under the condition of full load and wind speed of 10m / s, the wind resistance analysis result distribution diagrams of the container ship equipped with the wind deflector provided by this embodiment and without the wind deflector are obtained respectively. The wind resistance analysis result distribution diagram of the container ship without the wind deflector is as follows: Figure 4 As shown in FIG. 1 , the bow container 2 of the container ship without a wind deflector is directly subjected to a greater wind pressure, and vortices are easily generated at the bow; Figure 3 As shown, after the wind deflector is installed, the area of the bow container 2 subjected to wind pressure becomes smaller.
[0055] In an practicable manner, one or more air holes are provided on the connecting plate 4 .
[0056] Table 2 is a comparison table of wind resistance reduction rates of wind holes at different windward angles. As shown in Table 2, when the ship is fully loaded, the average wind resistance of the container ship with windshields arranged with wind holes is reduced by 13.12%; the average wind resistance of the container ship without windshields arranged with wind holes is reduced by 10.64%. As shown in Table 2, setting wind holes on the windshield can optimize the drag reduction effect of the windshield.
[0057] It should be noted that when the anchoring equipment and the mooring equipment are arranged below the main deck 1, the windshield does not need to be opened.
[0058] It should also be noted that the number of the air holes can be 4-8, and they are symmetrical on the left and right sides of the longitudinal section of the ship.
[0059] Table 2
[0060] Wind direction (deg) Without perforated windshield Wind deflector with opening 0 19.16％ 15.67％ 15 16.89％ 15.65％ 30 14.94％ 13.50％ 45 7.45％ 5.52％ 60 10.32％ 4.97％ 75 7.65％ 3.82％ average value 13.12％ 10.64％
[0061] According to a second aspect of the present application, a method for designing a windshield of a container ship is also provided, which is used to design the windshield of the container ship provided in the first aspect, comprising the following steps:
[0062] S1. Determine a first height H1 of the connecting plate 4 within the design range of the connecting plate 4;
[0063] S2, determining the second height H2, the third height H3 and the first angle a1 of the guide plate 5 within the design range of the guide plate 5;
[0064] In an practicable manner, in step S2, determining the first angle a1 of the guide plate 5 at least includes the following:
[0065] like Figure 2 As shown, the container close to the bow is defined as the bow container 2, and the height of the bow container 2 is the first reference height Ha; the line between the bow vertex of the main deck 1 and the front end vertex of the bow container 2 is defined as the first reference line, the length of the first reference line is the first reference length La, and the angle between the first reference line and the main deck 1 is configured as the first reference angle a; the first reference angle a is determined according to the first reference height Ha and the first reference length La, a=arcsin(Ha / La); the first angle a1 is determined according to the first reference angle a.
[0066] In an practicable manner, in step S2, determining the second angle a2 of the cover plate 6 at least includes the following:
[0067] like Figure 2 As shown, the living area 3 is arranged at the rear side of the container, the distance between the vertex of the living area 3 and the main deck 1 is defined as the second reference height Hb, and the distance between the vertex of the living area 3 and the vertex of the bow container 2 is defined as the second reference distance Lb; the line between the vertex of the living area 3 and the vertex of the bow container 2 is defined as the second reference line, and the angle between the second reference line and the ship deck is defined as the second reference angle b; the second reference angle b is determined according to the second reference height Hb and the second reference distance Lb, b=arctan((Hb-Ha) / Lb). The second angle b1 is determined according to the second reference angle b.
[0068] In an practicable manner, the first angle a1 is greater than the first reference angle a, so as to better prevent the rear container from being directly subjected to wind pressure. The second angle b1 is greater than the second reference angle b.
[0069] In summary, the present application provides a windshield of a container ship and a design method thereof, which can reduce the wind resistance encountered by the container ship during operation, reduce the fuel consumption of the container ship, and thus reduce the overall carbon emissions. By setting the connecting plate 4, the connection strength between the windshield and the main deck 1 is ensured. By setting the guide plate 5, the wind resistance of the container behind the windshield can be reduced. By setting the cover plate 6, the wind resistance of the container behind the windshield can be further reduced. The connecting plate 4 is a vertically arranged curved panel. The guide plate 5 is a lofted curved panel with an inclined edge at a first angle at the vertex and a vertical edge at the end point. The cover plate 6 is a lofted curved panel with an inclined edge at a second angle at the vertex and a horizontal edge at the end point. By setting the connecting plate 4, the guide plate 5 and the cover plate 6 as a curved surface structure, they work together to reduce the resistance and ensure the resistance reduction effect of the windshield. By setting the wind hole, the drag reduction effect of the windshield is further optimized.
[0070] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.
Claims
1. A windshield for a container ship, characterized in that: include: A connecting plate connected to the outer edge of the bow structure of the main deck and arranged perpendicularly to the main deck; the height of the connecting plate is a first height; a guide plate connected to the top of the connecting plate and having the same length as the connecting plate; the outermost line of the guide plate after intersecting the longitudinal section of the ship is the first characteristic line, the first characteristic line is inclined toward the stern, and the angle between the first characteristic line and the main deck is the first angle; The cover plate has a predetermined width and is arranged on the top of the guide plate; the outer edge of the cover plate is aligned with the outer edge of the top of the guide plate, and the inner edge of the cover plate extends toward the longitudinal section of the ship.
2. The wind deflector of a container ship according to claim 1, characterized in that: The top surface and the cover plate of the guide surface are both inclined, the line type at the intersection of the cover plate and the longitudinal section of the ship is the second characteristic line, the second characteristic line is inclined toward the stern, the angle between the second characteristic line and the main deck is the second angle, and the angle between the top surface of the guide plate and the main deck is the same as the second angle.
3. The wind deflector of a container ship according to claim 2, characterized in that: The projection line shape of the outer edge of the connecting plate on the horizontal plane includes a vertex and two endpoints, and the vertex is arranged at the bow position of the main deck; the side of the guide plate at the endpoint position is arranged vertically, and the side of the cover plate at the endpoint position is arranged horizontally.
4. The wind deflector of a container ship according to claim 3, characterized in that: The distance between the end point of the connecting plate and the front end of the bow container is greater than or equal to 1.25 m.
5. The wind deflector of a container ship according to claim 4, characterized in that: The height of the guide plate at the vertex position is the second height, and the height of the guide plate at the endpoint position is the third height; the second height is smaller than the third height.
6. The wind deflector of a container ship according to claim 5, characterized in that: The first height is 3-7m, the second height is 3-6m, and the third height is 2-3m.
7. The wind deflector of a container ship according to claim 6, characterized in that: The second height is 1-2 times the height of the container.
8. The wind deflector of a container ship according to claim 1, characterized in that: One or more air holes are arranged on the connecting plate.
9. A method for designing a windshield of a container ship, characterized in that: The method for designing a wind deflector for a container ship according to any one of claims 1 to 8 comprises the following steps: S1. Determine a first height of the connecting plate within the design range of the connecting plate; S2. Determine the second height, the third height and the first angle of the guide plate within the design range of the guide plate.
10. The method for designing a windshield of a container ship according to claim 9, characterized in that: In step S2, determining the first angle of the guide plate includes at least the following: A container close to the bow is defined as a bow container, and the height of the bow container is a first reference height; a line between the bow vertex of the main deck and the front end vertex of the bow container is defined as a first reference line, the length of the first reference line is a first reference length, and the angle between the first reference line and the main deck is configured as a first reference angle; the first reference angle is determined according to the first reference height and the first reference length; the first angle is determined according to the first reference angle.
11. The method for designing a windshield of a container ship according to claim 10, characterized in that: In step S2, determining the second angle of the cover plate includes at least the following: The living area is arranged at the rear side of the container, the distance between the vertex of the living area and the main deck is defined as the second reference height, the distance between the vertex of the living area and the vertex of the bow container is defined as the second reference distance; the line between the vertex of the living area and the vertex of the bow container is defined as the second reference line, the angle between the second reference line and the ship deck is defined as the second reference angle; the second reference angle is determined according to the second reference height and the second reference distance; the second angle is determined according to the second reference angle.
12. The method for designing a windshield of a container ship according to claim 11, characterized in that: The first angle is greater than the first reference angle, and the second angle is greater than the second reference angle.