An adjustable drag-reducing fairing for a container ship

Abstract

The application relates to an adjustable drag-reducing fairing for a container ship, and relates to the shipbuilding field, which comprises a fairing body arranged on the bow of the ship and a plate arranged on the top of the fairing body, the fairing body is vertically adjustable, and the plate is adjustable in the included angle with the fairing body. The application can be adjusted according to the stacking condition of the container ship, and a better shape which can effectively improve the air flow field of the bow of the ship and is favorable for reducing the wind resistance is adapted.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and in particular to an adjustable drag-reducing fairing for container ships. Background Technology

[0002] The third phase of EEDI requires container ships, starting in April 2022, to reduce carbon emissions by 30% on top of the baseline standard for new shipbuilding. Energy conservation and emission reduction have become one of the key issues that the shipbuilding industry urgently needs to address. However, the hull design of existing container ships is already very mature, and it is difficult to achieve significant drag reduction effects from the hull design alone. Most research focuses on adding energy-saving devices and selecting power systems.

[0003] In recent years, significant progress has been made in the research of underwater energy-saving devices for container ships, but research on energy-saving technologies for the superstructure is still limited. For container ships, when loaded, the projected area of ​​the hull above the waterline is large, and coupled with high ship speeds, air resistance can account for up to 10% of the total resistance when sailing against the wind. Currently, a Japanese shipping company has installed "wind deflectors" on its container ships, which are said to reduce emissions by up to 4%; domestic research has also begun on adding various deflectors to the bow of container ships to reduce air resistance.

[0004] A search revealed that patent document CN114394195A describes a flexible fairing that can extend and retract along the length of a ship (with appendix). Figure 1 The opening and closing of the fairing is controlled and adjusted in stages by three flexible guide plates; patent document with publication number CN203921127U describes a fairing with a folded streamline structure (attached). Figure 2 The main body is composed of left and right side guide vanes and a middle guide vane integrated into one piece; the patent document with publication number CN205345270U also describes a guide vane composed of three guide plates spliced ​​together to form a continuous curved surface (attached). Figure 3 Each deflector has a specific three-dimensional curved surface.

[0005] Among the aforementioned fairings, those using flexible guide plates that can extend and retract along the ship's length are prone to deformation under relatively high wind speeds, thus reducing drag reduction. Fairings using angled streamlined shapes or specific fixed curved surfaces are less adaptable to container ships under different stacking conditions. Summary of the Invention

[0006] To address these shortcomings, this invention provides an adjustable drag-reducing fairing that improves the airflow field above the waterline of the ship, thereby effectively reducing wind resistance experienced by container ships during navigation and achieving energy conservation and emission reduction.

[0007] To achieve the above objectives, the present invention provides an adjustable drag-reducing fairing for container ships, comprising a fairing body disposed at the bow and an auxiliary plate disposed at the top of the fairing body, wherein the fairing body is vertically adjustable and the auxiliary plate is adjustable at the angle between itself and the fairing body.

[0008] Preferably, the main body of the fairing includes multiple rigid curved fairing plates arranged along the height direction of the ship. The lowermost fairing plate is connected to the bow bulwark, the upper fairing plate is connected to the lower fairing plate and can move downwards, and the auxiliary plate is disposed on the uppermost fairing plate.

[0009] Preferably, the top of the uppermost guide plate is provided with a horizontal shelf, and the two are smoothly and rounded to transition, with the auxiliary plate disposed on the horizontal shelf.

[0010] Preferably, the auxiliary plate is connected to one end of the horizontal shelf near the stack box.

[0011] Preferably, the attachment plates are provided as a pair, and the inner side of the attachment plates near the midship longitudinal section is V-shaped.

[0012] Preferably, the projected outline BC of the auxiliary plate is collinear with the upper right vertex D of the first row of containers behind, and the upper right vertices D and E of the first and second containers are collinear with or smooth curves of the rounded arc endpoint A of the fifth guide plate.

[0013] Preferably, the top height of the fifth guide plate is 4 / 5 of the height of the first row of containers behind it, and the angle between the auxiliary plate and the horizontal plane is 19°.

[0014] Preferably, the leeward side of the deflector is provided with a support component for reinforcement.

[0015] Preferably, the width of the fairing body is greater than or equal to the maximum width of the rear container group.

[0016] Preferably, the horizontal shelf may have holes for the mast to pass through.

[0017] Compared with the prior art, the adjustable container ship drag-reducing fairing of the present invention has the following characteristics:

[0018] The vertically retractable fairing body, composed of multiple deflector plates, works in conjunction with adjustable-angle side plates to adjust according to the container ship's stacking conditions, creating an optimal shape that effectively improves the bow airflow and reduces wind resistance. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 The telescopic deflector in patent document CN114394195A;

[0021] Figure 2 The angled streamlined fairing in patent document CN203921127U;

[0022] Figure 3 The curved linear air deflector in the patent document with publication number CN205345270U;

[0023] Figure 4 This is a side view of the drag-reducing fairing of this application;

[0024] Figure 5 This is a front view of the drag-reducing fairing of this application;

[0025] Figure 6 This is a top view of the drag-reducing fairing of this application;

[0026] Figure 7 Three-dimensional drawing of the drag-reducing fairing for the 13K container ship of this application;

[0027] Figure 8 This is a side view of the drag-reducing fairing for a 13K container ship as described in this application;

[0028] Figure 9 This is a front view of the drag-reducing fairing for a 13K container ship as described in this application;

[0029] Figure 10 This is a top view of the drag-reducing fairing for a 13K container ship as described in this application;

[0030] Figure 11 These are some of the main parameters of a container ship mentioned in this application specification.

[0031] Reference numerals: 1-1, First deflector; 1-2, Second deflector; 1-3, Third deflector; 1-4, Fourth deflector; 1-5, Fifth deflector; 2, Horizontal shelf; 3, Annex; 4, Mast; 5, First container; 6, Second container; 7, Bulkhead; 8, Deck; 9, Forepost;

[0032] A. The endpoint of the inverted arc line of the fifth deflector side projection; B. The lower endpoint of the side projection line segment of the auxiliary plate; C. The upper endpoint of the side projection line segment of the auxiliary plate; D. The upper right vertex of the side projection of the first container; E. The upper right vertex of the side projection of the second container. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] This invention discloses an adjustable drag-reducing fairing for container ships, comprising a fairing body and an auxiliary plate 3, each serving a different adjustment function. The vertically adjustable fairing body, composed of guide plates, and the adjustable-angle auxiliary plate 3 work together to adjust according to the container stacking situation of the container ship, adapting to achieve an optimal shape that effectively improves the turbulent airflow field at the bow, thus reducing wind resistance and achieving energy conservation and emission reduction.

[0035] This invention mainly consists of two parts, each serving a different adjustment function. The main body of the fairing is composed of multiple rigid curved guide plates connected along the height of the ship. The lowest guide plate is integrated with the bow bulwark 7. The guide plate can extend and retract along the height of the ship to adapt to different container stacking heights. A horizontal shelf 2 is arranged on top of the uppermost guide plate, with a smooth rounded transition between the two. The end of the horizontal shelf 2 closest to the container is connected to a pair of auxiliary plates 3. The angle between the auxiliary plates 3 and the horizontal shelf 2 can be adjusted to allow the wind energy traveling upwards along the bow to transition smoothly over the upper surface of the container.

[0036] To make the technical means, creative features, objectives, and effects of this invention easier to understand, the following embodiments are provided in conjunction with the appendix. Figure 4 To be continued Figure 6 This invention provides a detailed description of a drag-reducing fairing for container ships. The embodiments described are for illustrative purposes only and are not intended to limit the scope of the invention. Modifications of the invention by those skilled in the art in various equivalent forms fall within the scope of the appended claims.

[0037] from Figure 4 From the side view, the drag-reducing fairing is composed of multiple rigid curved guide plates connected along the ship's height. The lowest guide plate 1-1 is integrated with the bow bulwark 7. The second, third, fourth, and fifth guide plates 1-2, 1-3, 1-4, and 1-5 extend sequentially along the ship's height. A horizontal shelf 2 is arranged on top of the fifth guide plate 1-5, with a smooth, rounded transition between the horizontal shelf 2 and the fifth guide plate 1-5. A pair of auxiliary plates 3 are arranged at the end of the horizontal shelf 2 closest to the first container 5. Figure 5 In the front view of the drag-reducing fairing, the inner side of the attached plate 3 near the midship longitudinal section is V-shaped.

[0038] This invention includes the following features:

[0039] 1. The first guide vane 1-1 is integrated with the bow bulwark 7, and the leeward side can be supported and reinforced by the support components.

[0040] 2. The second guide vane 1-2, the third guide vane 1-3, the fourth guide vane 1-4, and the fifth guide vane 1-5 can be extended and retracted in the height direction of the ship through the guide rail channel. In order to withstand greater wind resistance, support components for deployment and retraction can be set on the leeward side for support and reinforcement.

[0041] 3. The height of the fairing body can be adjusted according to the actual packing situation. When there is no packing, the fairing body can be retracted to the lowest height to reduce wind resistance.

[0042] 4. In the appendix Figure 5 In the front view of the drag-reducing fairing, the width of the fairing body should cover the maximum width of the container group behind it as much as possible.

[0043] 5. Horizontal shelf 2 needs to effectively avoid the mast 4 at the bow. Horizontal shelf 2 should not be too close to the containers behind, otherwise it will limit the range of angle adjustment of the auxiliary plate 3 and reduce the drag reduction effect of the entire fairing body. When the longitudinal position of the mast 4 has to pass through the horizontal shelf 2, a hole can be made in the horizontal shelf 2 to allow the mast 4 to pass smoothly.

[0044] 6. The auxiliary plate 3 consists of a pair of symmetrical thin plates, hinged to the horizontal shelf 2, allowing adjustment of their horizontal angle. The two auxiliary plates 3 are attached... Figure 5 In the front view of the drag-reducing fairing, the inner side is V-shaped, and the outer contour is attached. Figure 6 The drag-reducing fairing coincides with the upper contour line of the fifth guide plate 1-5 in the top view. When the longitudinal position of the mast 4 does not need to pass through the horizontal shelf 2, it can pass between the two auxiliary plates 3. Without packing, the horizontal angle of the auxiliary plates 3 can be adjusted to 0 degrees to reduce wind resistance.

[0045] 7. The principle for determining the angles of the main body and the auxiliary plate of the fairing is: [The following text appears to be incomplete and requires further context: "in the auxiliary plate..."] Figure 1 In the side view of the fairing, the side projection outline BC of the auxiliary plate 3 is collinear with the upper right vertex D of the first row of containers behind it; the upper right vertices D and E of the first container 5 and the second container 6 should be collinear with or form a smooth curve with the rounded end point A of the fifth fairing 1-5.

[0046] Taking a container ship as an example, the beneficial effects of the present invention are illustrated below. The main parameters of the hull are as follows: Figure 11 As shown.

[0047] The container ship is arranged in 20 rows along the longitudinal direction and 20 columns along the transverse direction, with 8-12 layers of 20-foot standard containers stacked vertically. The first row has 18 columns along the transverse direction, and both the first and second rows have 9 layers of containers stacked, while the third row behind has 10 layers of containers stacked.

[0048] Figures 7-10 A 3D model and three-dimensional view of a drag-reducing fairing designed for this container ship.

[0049] from Figure 8 As shown in the side view, the first guide plate 1-1 at the bottom of the bow drag-reducing fairing is integrated with the bow bulwark 7. The second guide plate 1-2, third guide plate 1-3, fourth guide plate 1-4, and fifth guide plate 1-5 extend sequentially along the height of the ship. A horizontal shelf 2 is arranged on top of the fifth guide plate 1-5. The horizontal shelf 2 and the fifth guide plate 1-5 are smoothly rounded with a rounding radius of approximately 3.43 meters. After height adjustment, the top height of the fifth guide plate 1-5 is approximately 4 / 5 of the height of the first container 5 in the first row, i.e., at the upper surface of the 7th layer of containers. This ensures that the upper right apex D of the first container 5 and the upper right apex E of the second container 6 in the third row form a smooth curve with the end point A of the rounded arc. A pair of auxiliary plates 3 are arranged at one end of the horizontal shelf 2. The side projection outline BC of the auxiliary plates 3 is collinear with the upper right apex D of the first container 5, and the angle with the horizontal plane is approximately 19°. Figure 9 In the front view, the inner sides of the two auxiliary plates 3 form a "V" shape. Figure 10 In the top view, the outer contour line of the auxiliary plate 3 coincides with the upper contour line of the fifth guide plate 1-5.

[0050] from Figure 8 , Figure 9 As can be seen, since the first container 5 in the first row is close to the bow 9, the main body of the fairing cannot be too long in the length direction of the ship. Therefore, in the front view, the width of the main body of the fairing cannot completely cover the maximum width of the container group behind it, which is about 48.8 meters.

[0051] This drag-reducing fairing improves the airflow field at the bow, reducing wind resistance on the above-water portion of the container ship, thereby reducing the overall drag of the ship and achieving a certain energy-saving effect. When sailing against the wind, it can generally achieve energy savings of about 2%-4%, and under certain special wind angles, the energy-saving effect is more significant, reaching up to 9%.

[0052] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any form or substance. It should be noted that those skilled in the art can make various improvements and additions without departing from the present invention, and these improvements and additions should also be considered within the scope of protection of the present invention. Any modifications, alterations, and equivalent changes made by those skilled in the art based on the above-disclosed technical content without departing from the spirit and scope of the present invention are equivalent embodiments of the present invention. Furthermore, any modifications, alterations, and evolutions made to the above embodiments based on the essential technology of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. An adjustable drag-reducing fairing for container ships, characterized in that, The system includes a main body of a fairing located at the bow and an auxiliary plate (3) located on top of the fairing main body. The fairing main body is vertically adjustable, and the auxiliary plate (3) is adjustable to adjust the angle between itself and the fairing main body. The fairing main body includes multiple rigid curved fairing plates arranged along the height of the ship. The lowest fairing plate is connected to the bow bulwark (7), and the upper fairing plate is connected to the lower fairing plate and can move downwards. The auxiliary plate (3) is located on the uppermost fairing plate. A horizontal shelf (2) is provided on the top of the uppermost fairing plate, and the two are smoothly rounded. The auxiliary plate (3) is located on the horizontal shelf (2). The attached plate (3) is connected to the horizontal shelf (2) at one end near the stacked container; the attached plate (3) is set as a pair, the attached plate (3) is V-shaped on the inner side of the longitudinal section near the midship, the outer contour line of the attached plate (3) coincides with the upper contour line of the uppermost guide plate; the side projection contour line BC of the attached plate (3) is collinear with the upper right vertex D of the first container in the first row behind, the upper right vertices D and E of the first container (5) and the second container (6) are collinear or smooth curves with the inverted arc endpoint A of the uppermost guide plate, the second container is located behind the first container and is higher than the first container.

2. The adjustable drag-reducing fairing for container ships according to claim 1, characterized in that, The top height of the uppermost guide plate is 4 / 5 of the height of the first container in the first row behind, and the angle between the auxiliary plate (3) and the horizontal plane is 19°.

3. The adjustable drag-reducing fairing for container ships according to claim 1, characterized in that, The leeward side of the deflector is provided with a support component for reinforcement.

4. The adjustable drag-reducing fairing for container ships according to claim 1, characterized in that, The width of the main body of the fairing is greater than or equal to the maximum width of the rear container group.

5. An adjustable drag-reducing fairing for container ships according to claim 1, characterized in that, The horizontal shelf (2) has holes through which the mast (4) passes.

Images