A windshield structure for the bow of an ultra-large container ship

Abstract

The present invention discloses a windshield structure for the bow of an ultra-large container ship, which includes a streamlined cladding plate. It is characterized in that a height adjustment mechanism is welded below the streamlined cladding plate. The height adjustment mechanism includes a toothed plate, one side of the toothed plate is provided with a toothed structure, and one side of the toothed structure is meshed and connected with an adjustment gear. The output end of a first reduction motor passes through the center of the adjustment gear, and the first reduction motor is in a fixed state. A jacking plate is rotatably connected below the toothed plate, and a fixed bottom plate is arranged below the jacking plate. A number of hydraulic jacks are arranged between the jacking plate and the fixed bottom plate. This device solves the problems that the current windshield structures of ultra-large container ships generally have too high a weight, the structural design fails to fully consider the characteristics of air flow, and height adjustment cannot be achieved.

Description

Technical Field

[0001] The present invention belongs to the field of ship supplies, and particularly relates to a windshield structure for the bow of a super-large container ship. Background Art

[0002] Large container ships are specifically designed to carry international standard containers and have the advantages of large cargo-carrying capacity, high loading and unloading efficiency, and low transportation costs. These ships are usually large in size and can carry thousands of containers to meet the needs of large-scale cargo transportation. When a super-large container ship is fully loaded in rough sea conditions, the waves may directly knock down or damage the containers loaded at the bow; the sea breeze blowing directly on the containers may blow off the bow containers; when the container ship sails against the wind, it will encounter huge wind resistance, which will increase the fuel consumption of the ship during navigation.

[0003] Therefore, a windshield structure for super-large container ships, as an energy-saving device installed at the bow of the ship, has emerged, aiming to reduce the wind resistance during ship travel, thereby reducing fuel consumption and carbon emissions. In terms of application, after Mitsui O.S.K. Lines opened the application precedent, many shipping companies have followed suit, gradually expanding from the initial small and medium-sized container ships to super-large container ships with a container capacity of about 20,000 TEU. Not only more considerations are given to installation during new ship construction, but also a large number of in-service ships have been retrofitted.

[0004] However, the existing windshield structures for super-large container ships generally have too high a weight, which will increase the overall weight of the ship, resulting in the ship consuming more fuel during navigation to overcome the additional resistance. This not only increases the operating cost but also exacerbates environmental pollution; moreover, the existing windshield structures for super-large container ships do not fully consider the characteristics of air flow in the design, resulting in additional resistance during ship navigation. This resistance will not only increase the fuel consumption of the ship but may also affect the sailing speed and stability of the ship; in addition, the existing windshield structures for super-large container ships cannot achieve height and angle adjustment, and cannot be raised or rotated by a certain angle in the face of bad weather, such as strong winds and big waves, to better protect the transported containers from the impact of the waves. Summary of the Invention

[0005] The purpose of the present invention is to provide a windshield structure for the bow of a super-large container ship for the existing device to solve the problems raised in the above background art.

[0006] To solve the above technical problems, the present invention provides the following technical solution: A windshield structure for the bow of an ultra-large container ship, including a streamlined cladding plate. The streamlined cladding plate is characterized in that a height adjustment mechanism is welded below the streamlined cladding plate. The height adjustment mechanism includes a toothed plate, one side of the toothed plate is provided with a toothed structure, and the toothed structure is meshed and connected with an adjustment gear on one side. The output end of a first reduction motor passes through the center of the adjustment gear, and the first reduction motor is in a fixed state. A jacking plate is rotatably connected below the toothed plate, and a fixed bottom plate is arranged below the jacking plate. A number of hydraulic jacks are arranged between the jacking plate and the fixed bottom plate. Two motor fixing brackets are symmetrically and fixedly installed between the jacking plate and the fixed bottom plate. Each motor fixing bracket fixedly installs a second reduction motor. The output end of each second reduction motor is sleeved with a driving gear. One side of the driving gear is meshed and connected with a forward transmission and lifting mechanism. The other side of the forward transmission and lifting mechanism is meshed and connected with a reverse transmission and lifting mechanism. The other side of the reverse transmission and lifting mechanism is also meshed and connected with another group of the forward transmission and lifting mechanisms. The forward transmission and lifting mechanisms and the reverse transmission and lifting mechanisms are staggered and meshed with each other, and so on.

[0007] The present invention further explains that the streamlined cladding plate is a smooth and continuous curved shell-like structure. A number of vertical strong structures are longitudinally and evenly welded inside the streamlined cladding plate. A number of horizontal strong structures are transversely and evenly welded inside the streamlined cladding plate. The vertical strong structures and the horizontal strong structures are staggered to form a strong support network. A number of vertical profiles are also longitudinally welded inside the streamlined cladding plate and are attached to its inner surface. The vertical profiles are smaller in volume and weight than the vertical strong structures. A number of vertical large gussets are welded below the inside of the streamlined cladding plate. Each vertical large gusset corresponds to each column of the vertical profiles up and down, and an over-connection gusset is connected between each vertical large gusset and each column of the vertical profiles. Transition structures are welded at the positions where the horizontal strong structures intersect with each column of the vertical profiles below. A top surface distortion connection structure is fixedly connected above the vertical strong structures, and the top surface distortion connection structure closely adheres to the top surface of the streamlined cladding plate. A top surface crescent plate is arranged above each vertical profile inside the top surface distortion connection structure.

[0008] The present invention is further described as follows. On the outer sides symmetrically between the jacking plate and the fixed bottom plate, there are two groups of first curved side plates, second curved side plates and third curved side plates. Both the forward transmission lifting mechanism and the reverse transmission lifting mechanism include driven gears. The driving gear is meshed and connected with the forward transmission lifting mechanism through the driven gear. The forward transmission lifting mechanism and the reverse transmission lifting mechanism are also meshed and connected through their respective driven gears. A cylindrical bracket is penetrated through the center of the driven gear. A threaded cylinder is threadedly connected inside the cylindrical bracket. A top plate is welded above the threaded cylinder. The difference between the forward transmission lifting mechanism and the reverse transmission lifting mechanism lies in that the threads of the threaded cylinders of the two have opposite helix directions. Inner windshields are slidably connected inside the first curved side plate, the second curved side plate and the third curved side plate. Fixed fitting plates are arranged in the centers of the first curved side plate, the second curved side plate and the third curved side plate. A number of balls are embedded and installed on one side of the fixed fitting plate, and the inner windshields are in rolling connection with the balls.

[0009] The present invention is further described as follows. The vertical strong structure is a longitudinal support structure. A number of the vertical strong structures respectively adopt designs with various lengths and curved surfaces and are adapted and fitted to the inner curved surface of the streamlined cladding shell.

[0010] The present invention is further described as follows. The horizontal strong structure is a transverse support structure. A number of the horizontal strong structures respectively adopt designs with various lengths and curved surfaces and are adapted and fitted to the inner curved surface of the streamlined cladding shell.

[0011] The present invention is further described as follows. The driving gear, the forward transmission lifting mechanism and the reverse transmission lifting mechanism are all rotatably connected to the fixed bottom plate.

[0012] The present invention is further described as follows. The top surface of the inner windshield is welded to the lower surface of the toothed plate. The lower surfaces of the first curved side plate, the second curved side plate and the third curved side plate are all welded to the fixed bottom plate.

[0013] The present invention is further described as follows. A method for adjusting the height of a windshield structure at the bow of an ultra-large container ship is characterized in that the streamlined cladding includes a first cladding. Second claddings are fixedly installed on both sides of the first cladding. A third cladding is fixedly installed on the other side of each second cladding. The first cladding, the second claddings and the third claddings together form a streamlined shell-like design with a lower middle and higher sides at the upper end of the streamlined cladding.

[0014] The present invention is further described as follows. Two adjustment chutes are symmetrically opened at both ends of the toothed plate. An adjustment knob is slidably connected in each adjustment chute. Each adjustment knob is welded to the jacking plate.

[0015] The present invention further illustrates that the lower end of the vertical large toggle plate is also buckled with an auxiliary fixing structure, and the lower end of the vertical large toggle plate is also buckled with an auxiliary fixing structure, the auxiliary fixing structure is provided with a pressing groove that is compatible with the convex structure at the lower end of the vertical large toggle plate, and the convex structure at the lower end of the vertical large toggle plate is placed in the pressing groove, and a clamping block is welded on the lower surface of the auxiliary fixing structure, and an avoidance sliding groove is also provided on the tooth plate below the clamping block, the clamping block passes through the jacking plate after passing through the avoidance sliding groove of the tooth plate, and the thickness of the clamping block is equal to the thickness of the tooth plate plus the jacking plate, and a protruding block is welded below the clamping block, springs are welded on both sides of the protruding block, and a stop block is welded on the other end of each of the springs, and the sum of the thickness of the protruding block, the length of the two springs compressed to the shortest state and the thickness of the two stop blocks is equal to the thickness of the clamping block.

[0016] Compared with the prior art, the beneficial effects achieved by the present invention are:

[0017] (1) The streamlined sheathing is mainly provided, and the vertical strong structure and the horizontal strong structure are staggered to form a solid support network. In addition, a plurality of vertical profiles are welded longitudinally inside the streamlined sheathing to fit its inner surface, forming a streamlined sheathing internal frame support structure design, which is conducive to reducing the overall weight of the structure and reducing the fuel consumption required by the ship during navigation;

[0018] (2) The first cladding, the second cladding and the third cladding together form a streamlined shell-shaped design with a lower middle and higher sides at the upper end of the streamlined cladding, which is conducive to reducing wind resistance, adapting to wind flow and guiding it to flow smoothly through the hull, thereby reducing energy consumption and improving navigation efficiency;

[0019] (3) By providing an adjustment mechanism, when encountering severe weather conditions, such as strong winds and large waves, it may be necessary to raise the windshield or rotate it to a certain angle to increase its stability and reduce the impact of wind resistance on the navigation of the ship. In this case, several hydraulic jacks are simultaneously started to drag the toothed plate upward, and the toothed plate drives the windshield structure with streamlined cladding as the main body to move upward, which is conducive to adjusting the height of the windshield structure according to the weather conditions at sea to protect the containers being carried from the impact of waves. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0021] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present invention;

[0022] Figure 2 Schematic diagram of the upper windshield structure of an embodiment of the present invention;

[0023] Figure 3 Enlarged view of area A of an embodiment of the present invention;

[0024] Figure 4 Enlarged view of area B of an embodiment of the present invention;

[0025] Figure 5 Side view of the upper windshield structure of an embodiment of the present invention;

[0026] Figure 6 Schematic diagram of the composition structure of the streamlined cladding of an embodiment of the present invention;

[0027] Figure 7 Schematic diagram of the top crescent plate structure of an embodiment of the present invention;

[0028] Figure 8 Schematic diagram of the height adjustment mechanism of an embodiment of the present invention;

[0029] Figure 9 Front view of the interior of the height adjustment mechanism of an embodiment of the present invention;

[0030] Figure 10 Internal structure schematic diagram of the height adjustment mechanism of an embodiment of the present invention;

[0031] Figure 11 Cross-sectional view of the forward transmission and lifting mechanism of an embodiment of the present invention;

[0032] Figure 12 of an embodiment of the present invention Figure 8 Internal cross-sectional view of the front curved side plate;

[0033] Figure 13 Schematic diagram of the pressure groove structure of the auxiliary fixing structure of an embodiment of the present invention;

[0034] Figure 14 Installation schematic diagram of the auxiliary fixing structure of an embodiment of the present invention;

[0035] Figure 15 Partial axonometric view of the auxiliary fixing structure of an embodiment of the present invention;

[0036] Figure 16 Schematic diagram of the jacking plate structure of an embodiment of the present invention;

[0037] In the figure: 1. Streamlined wrapping plate; 101. First wrapping plate; 102. Second wrapping plate; 103. Third wrapping plate; 2. Vertical strong structure; 3. Vertical profile; 4. Vertical large bracket; 5. Transition structure; 6. Connecting bracket; 7. Horizontal strong structure; 8. Top surface twisting connection structure; 9. Top surface crescent plate; 10. Height adjustment mechanism; 1001. Tooth plate; 1002. First curved side plate; 1003. Second curved side plate; 1004. Third curved side plate; 1005. Fixed bottom plate; 1006. Lifting plate; 1007. Adjusting gear; 1008. First reduction motor; 1 009, adjusting slide; 1010, adjusting knob; 1011, avoiding slide; 1111, toothed structure; 11, hydraulic jack; 12, motor fixing bracket; 13, second reduction motor; 14, driving gear; 15, forward transmission lifting mechanism; 151, driven gear; 152, column bracket; 153, top plate; 154, threaded column; 16, reverse transmission lifting mechanism; 17, inner windshield plate; 18, bonding plate; 181, ball bearing; 19, auxiliary fixing structure; 191, pressing groove; 192, clamping block; 193, protruding block; 194, spring; 195, stop block. DETAILED DESCRIPTION

[0038] The following is a further non-limiting detailed description of the technical solution of the present invention in conjunction with the preferred embodiments and the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] refer to Figures 1 to 16 The embodiment of the present invention provides a windshield structure for the bow of an ultra-large container ship. Figure 1 Schematic diagram of the overall structure of an embodiment of the present invention, as shown in Figures 2 to 4 As shown, the windshield structure for the bow of a super-large container ship includes a streamlined cladding 1, which is a smooth and continuous curved shell structure. The streamlined cladding 1 is the main body of the windshield structure and is used for windshielding of super-large container ships. A plurality of vertical strong structures 2 are uniformly welded longitudinally inside the streamlined cladding 1, and a plurality of horizontal strong structures 7 are uniformly welded transversely inside the streamlined cladding 1. The vertical strong structures 2 and the horizontal strong structures 7 are staggered to form a solid support network.

[0040] The vertical strong structure 2 is the key support part in the windshield structure, providing necessary strength and stability. The horizontal strong structure 7 is the horizontal support member in the windshields structure. The vertical strong structure 2 and the horizontal strong structure 7 are staggered to form a solid support system to support the streamlined cladding 1, which is beneficial to the stable windshield effect of the streamlined cladding 1. A number of columns of vertical profiles 3 are welded longitudinally inside the streamlined cladding 1 and are attached to its inner surface. The vertical profiles 3 are smaller in volume and weight than the vertical strong structure 2. While achieving the lightweight design, the vertical profiles 3 play an auxiliary role in supporting the streamlined cladding 1.

[0041] As Figures 2 to 4 shown, a number of vertical large gusset plates 4 are welded below the inside of the streamlined cladding 1. Each vertical large gusset plate 4 corresponds to each column of vertical profiles 3 up and down, and a connecting elbow plate 6 is connected between each vertical large gusset plate 4 and each column of vertical profiles 3. At the position where it intersects with each column of vertical profiles 3 below the horizontal strong structure 7, a transition structure 5 is welded. Both the connecting elbow plate 6 and the transition structure 5 are designed as triangular structures, making the connection support more stable.

[0042] As Figures 1 to 2 shown, a top surface distorted connection structure 8 is fixedly connected above the vertical strong structure 2. The top surface distorted connection structure 8 is an irregular curved surface shell-like structure adapted to the top surface of the streamlined cladding 1, used for windshield and water shielding on the top surface of the windshield structure, which is beneficial to protecting the support structure of the lower streamlined cladding 1 below it. And the top surface distorted connection structure 8 closely fits the top surface of the streamlined cladding 1. Above each vertical profile 3, a top surface crescent plate 9 is arranged inside the top surface distorted connection structure 8. The design of the top surface distorted connection structure 8 helps to maintain the integrity and stability of the structure, and at the same time can absorb and disperse the impact force or pressure from above. The top surface crescent plate 9 plays a role in supporting the top surface distorted connection structure 8. A height adjustment mechanism 10 is welded below the streamlined cladding 1.

[0043] As Figure 8As shown, the height adjustment mechanism 10 includes a toothed plate 1001. One side of the toothed plate 1001 is provided with a toothed structure 1111. One side of the toothed structure 1111 is meshed and connected with an adjustment gear 1007. The output end of a first reduction motor 1008 passes through the center of the adjustment gear 1007. The first reduction motor 1008 is in a fixed state. A jacking plate 1006 is rotatably connected below the toothed plate 1001. A fixed bottom plate 1005 is arranged below the jacking plate 1006. Two groups of first curved side plates 1002, second curved side plates 1003 and third curved side plates 1004 are symmetrically arranged on the outside between the toothed plate 1001 and the fixed bottom plate 1005. When encountering a hurricane from the obliquely front, using the first reduction motor 1008 as the power source, when the first reduction motor 1008 is started, it can drive the adjustment gear 1007 to rotate forward or backward, so that the adjustment gear 1007 meshes with the toothed structure 1111 for transmission, thereby driving the windward structure with the streamline wrapping plate 1 as the main body to rotate a certain angle relative to the jacking plate 1006, so as to adjust the direction of the windward structure according to the wind direction, which is beneficial to achieving a better windward effect.

[0044] As Figure 8 As shown, the toothed plate 1001 and the jacking plate 1006 are used to support the upper windward structure mainly composed of the streamline wrapping plate 1. The fixed bottom plate 1005 is the base of the height adjustment mechanism 10, providing a stable support surface to ensure that the whole mechanism can be firmly installed on the horizontal plane. A number of hydraulic jacks 11 are arranged between the jacking plate 1006 and the fixed bottom plate 1005. The hydraulic jacks 11 are used to lift the toothed plate 1001 and the windward structure thereon through the jacking plate 1006, so as to realize the height adjustment of the windward structure, which is beneficial to adjusting the height of the windward structure according to the sea weather conditions to protect the transported containers from the impact of sea waves.

[0045] As Figures 9 to 11As shown, two motor fixing brackets 12 are symmetrically and fixedly installed between the jacking plate 1006 and the fixed bottom plate 1005. A second reduction motor 13 is fixedly installed in each motor fixing bracket 12. The output end of each second reduction motor 13 is sleeved with a driving gear 14. One side of the driving gear 14 is meshed with a forward transmission and lifting mechanism 15. The other side of the forward transmission and lifting mechanism 15 is meshed with a reverse transmission and lifting mechanism 16. The other side of the reverse transmission and lifting mechanism 16 is also meshed with another group of forward transmission and lifting mechanisms 15, and so on. The forward transmission and lifting mechanisms 15 and the reverse transmission and lifting mechanisms 16 are staggered and meshed with each other. The number of the forward transmission and lifting mechanisms 15 and the reverse transmission and lifting mechanisms 16 that are meshed is determined according to actual needs. Both the forward transmission and lifting mechanism 15 and the reverse transmission and lifting mechanism 16 include a driven gear 151, and the driving gear 14 is meshed with the driven gear 151. The forward transmission and lifting mechanism 15 and the reverse transmission and lifting mechanism 16 are also meshed through their respective driven gears 151. A column support 152 is penetrated through the center of each driven gear 151. A threaded column 154 is threadedly connected inside each column support 152. A top plate 153 is welded above each threaded column 154. The difference between the forward transmission and lifting mechanism 15 and the reverse transmission and lifting mechanism 16 is that the threads of the threaded columns 154 of the two have opposite helix directions.

[0046] Using the second reduction motor 13 as the power source, when the second reduction motor 13 starts, its output end drives the driving gear 14 to rotate. The driving gear 14 meshes with the driven gear 151 to rotate. The rotation of the driven gear 151 drives the internal column support 152 to rotate. The rotation of the column support 152 makes the internally threadedly connected threaded column 154 rotate relative to the column support 152 and move upward, thereby dragging the upper top plate 153 upward. Since the rotation of the driven gear 151 drives the adjacent driven gear 151 to rotate in the opposite direction, and since each forward transmission and lifting mechanism 15 and each reverse transmission and lifting mechanism 16 are adjacent and staggered, and the threads of the threaded columns 154 of the forward transmission and lifting mechanism 15 and the reverse transmission and lifting mechanism 16 have opposite helix directions, each threaded column 154 can simultaneously drag the top plate 153 upward, and the rising speed of the top plate 153 is the same as the jacking speed of the hydraulic jack 11, so as to realize the auxiliary jacking and supporting effects on the jacking plate 1006.

[0047] In some preferred embodiments, such as Figure 12 shown ( Figure 12Taking the internal structure of the first curved side plate 1002 as an example (the internal structures of the second curved side plate 1003 and the third curved side plate 1004 are the same), an inner wind deflector 17 is slidably connected inside the first curved side plate 1002, the second curved side plate 1003, and the third curved side plate 1004. A fixed fitting plate 18 is provided at the center of the first curved side plate 1002, the second curved side plate 1003, and the third curved side plate 1004. A number of balls 181 are embedded on one side of the fixed fitting plate 18, and the inner wind deflector 17 is in rolling connection with the balls 181. The inner wind deflector 17 is used to rise or fall with the lifting plate 1006 when cooperating with the wind deflector structure for height adjustment to ensure the airtightness of the adjustment mechanism 10. The combination of the fixed fitting plate 18 and the balls 181 is conducive to the smoother up and down sliding of the inner wind deflector 17, reducing wear and noise.

[0048] In some preferred embodiments, such as Figures 5 to 6 As shown, the streamlined wrapping plate 1 includes a first wrapping plate 101. Second wrapping plates 102 are fixedly installed on both sides of the first wrapping plate 101. A third wrapping plate 103 is fixedly installed on the other side of each second wrapping plate 102. The first wrapping plate 101, the second wrapping plates 102, and the third wrapping plates 103 together form a streamlined shell-shaped smooth curved surface design with a lower middle and higher sides at the upper end of the streamlined wrapping plate 1. This structure is conducive to reducing wind resistance to adapt to the wind flow and guiding it to flow smoothly over the hull, thereby reducing energy consumption and improving navigation efficiency.

[0049] In some preferred embodiments, such as Figure 2 As shown, the vertical strong structure 2 is a longitudinal support structure. A number of vertical strong structures 2 are respectively designed with various lengths and curved surfaces and are adapted to fit the inner curved surface of the streamlined wrapping plate 1 shell. As the main support member, the vertical strong structure 2 is responsible for bearing and transmitting longitudinal loads and stresses to ensure the stability and safety of the entire streamlined wrapping plate 1 structure.

[0050] In some preferred embodiments, such as Figure 2 As shown, the horizontal strong structure 7 is a transverse support structure. A number of horizontal strong structures 7 are respectively designed with various lengths and curved surfaces and are adapted to fit the inner curved surface of the streamlined wrapping plate 1 shell. As the transverse support structure, the horizontal strong structure 7 is mainly responsible for enhancing the stability and load-bearing capacity of the streamlined wrapping plate 1 in the horizontal direction.

[0051] In some preferred embodiments, such as Figure 9 As shown, the driving gear 14, the forward transmission lifting mechanism 15, and the reverse transmission lifting mechanism 16 are all rotatably connected to the fixed bottom plate 1005. To ensure that the driving gear 14, the forward transmission lifting mechanism 15, and the reverse transmission lifting mechanism 16 can only rotate relative to the fixed bottom plate 1005 and cannot move in other directions.

[0052] In some preferred embodiments, as Figure 12 shown, the top surface of the inner wind deflector 17 is welded to the lower surface of the lifting plate 1006, and the lower surfaces of the first curved side plate 1002, the second curved side plate 1003, and the third curved side plate 1004 are all welded to the fixed bottom plate 1005. This ensures that only the inner wind deflector 17 moves with the lifting plate 1006.

[0053] In some preferred embodiments, as Figure 8 shown, two adjustment sliding grooves 1009 are symmetrically formed at both ends of the toothed plate 1001. Each adjustment sliding groove 1009 is slidably connected with an adjustment knob 1010, and each adjustment knob 1010 is welded to the lifting plate 1006. The toothed plate 1001 and the lifting plate 1006 are slidably connected through the adjustment sliding grooves 1009 and the adjustment knobs 1010. That is, when the adjustment gear 1007 meshes with the toothed structure 1111 for transmission, the toothed plate 1001 moves, and the lifting plate 1006 remains stationary, so that the adjustment sliding groove 1009 slides relative to the adjustment knob 1010, realizing the rotation of the toothed plate 1001 relative to the lifting plate 1006, and the angle of the adjustment knob 1010 sliding in the adjustment sliding groove 1009 is the angle of the toothed plate 1001 rotating relative to the lifting plate 1006.

[0054] In some preferred embodiments, as Figures 13 to 16 shown, an auxiliary fixing structure 19 is also buckled at the lower end of the vertical large elbow plate 4. The auxiliary fixing structure 19 is provided with a pressing groove 191 adapted to the protruding structure at the lower end of the vertical large elbow plate 4, and the protruding structure at the lower end of the vertical large elbow plate 4 is placed in the pressing groove 191. A clamping block 192 is welded to the lower surface of the auxiliary fixing structure 19. An avoidance sliding groove 1011 is also formed on the toothed plate 1001 below the clamping block 192, and it is ensured that the formation of the avoidance sliding groove 1011 does not affect the rotation of the toothed plate 1001 relative to the lifting plate 1006. The clamping block 192 passes through the lifting plate 1006 (that is, an avoidance sliding groove 1011 is also formed on the lifting plate 1006) after passing through the avoidance sliding groove 1011 of the toothed plate 1001, and the thickness of the clamping block 192 is equal to the sum of the thicknesses of the toothed plate 1001 and the lifting plate 1006. A protruding block 193 is welded below the clamping block 192, and springs 194 are welded to both sides of the protruding block 193. The other end of each spring 194 is welded with a stop block 195. The sum of the thickness of the protruding block 193, the lengths of the two springs 194 compressed to the shortest state, and the thicknesses of the two stop blocks 195 is equal to the thickness of the clamping block 192.

[0055] After the height adjustment mechanism 10 is welded to the streamlined wrapper plate 1, in order to achieve better connection and fixation between the height adjustment mechanism 10 and the lower height adjustment mechanism through the toothed plate 1001, the two stoppers 195 are squeezed inward to compress the spring 194 to the shortest state, and the protruding block 193, the spring 194 and the stopper 195 are passed through the avoidance chute 1011 and the through holes in the lifting plate 1006 and pushed downward until the clamping block 192 completely penetrates into the lifting plate 1006. At this time, the stopper 195 is no longer squeezed, and the spring 194 drives the stopper 195 to bounce back naturally. The upper surface of the stopper 195 abuts against the lower surface of the lifting plate 1006 to realize the up-and-down limit of the auxiliary fixing structure 19. At the same time, the auxiliary fixing structure 19 is tightly pressed against the protruding structure at the lower end of the vertical large elbow plate 4 through the pressing groove 191 to realize the auxiliary connection and fixation function of the height adjustment mechanism 10 and the streamlined wrapper plate 1.

[0056] In the above embodiment, a method for adjusting the height of a windshield structure for the bow of an ultra-large container ship includes: when encountering bad weather, such as strong winds and large waves, and it is necessary to raise the windshield to increase its stability and reduce the impact of wind resistance on the ship's navigation, several hydraulic jacks 11 are started simultaneously to drag the lifting plate 1006 upward. The lifting plate 1006 drives the windshield structure with the streamlined wrapper plate 1 as the main body above it to move upward through the toothed plate 1001. At the same time, each inner windshield plate 17 follows the lifting plate 1006 to move upward. While the inner windshield plate 17 slides upward relative to the first curved side plate 1002, the second curved side plate 1003 and the third curved side plate 1004, the ball 181 forms a rolling contact with the inner windshield plate 17 to reduce friction. At the same time, the second reduction motor 13 is started, the output end of the second reduction motor 13 drives the driving gear 14 to rotate, the driving gear 14 meshes with the driven gear 151 to rotate, and the rotation of the driven gear 151 drives the internal column bracket 152 to rotate. The rotation of the column bracket 152 causes the internally threaded threaded column 154 to drag the top plate 153 upward. The rotation of the driven gear 151 drives the adjacent driven gear 151 to rotate in the opposite direction. Since the forward transmission lifting mechanism 15 and the reverse transmission lifting mechanism 16 are staggered, and the threads of the threaded columns 154 of the forward transmission lifting mechanism 15 and the reverse transmission lifting mechanism 16 have opposite helix directions, each threaded column 154 can drag the top plate 153 upward at the same time, and the rising speed of the top plate 153 is the same as the lifting speed of the hydraulic jack 11.

[0057] When encountering a hurricane blowing diagonally from the front, start the first deceleration motor 1008 to drive the adjusting gear 1007 to rotate forward or backward, so that the adjusting gear 1007 meshes with the toothed structure 1111 for transmission, thereby driving the windshield structure mainly composed of the streamlined clapboard 1 by the toothed plate 1001 to rotate a certain angle relative to the lifting plate 1006, ensuring that the direction facing the first clapboard 101 is the direction of the incoming wind, so as to adjust the direction of the windshield structure according to the wind direction, which is beneficial to achieving a better windshield effect.

[0058] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0059] Finally, it should be pointed out that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than limiting them. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. These modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A windshield structure for the bow of an ultra-large container ship, comprising a streamlined cladding (1), characterized in that, A height adjustment mechanism (10) is welded below the streamlined cladding plate (1). The height adjustment mechanism (10) includes a toothed plate (1001). One side of the toothed plate (1001) is provided with a toothed structure (1111). One side of the toothed structure (1111) is meshed and connected with an adjustment gear (1007). The output end of a first reduction motor (1008) passes through the center of the adjustment gear (1007). The first reduction motor (1008) is in a fixed state. A jacking plate (1006) is rotatably connected below the toothed plate (1001). A fixed bottom plate (1005) is arranged below the jacking plate (1006). By starting the first reduction motor (1008) to drive the adjustment gear (1007) to rotate forward or backward, the adjustment gear (1007) meshes with the toothed structure (1111) for transmission, so that the toothed plate (1001) drives the wind shielding structure with the streamlined cladding plate (1) as the main body to rotate a certain angle relative to the jacking plate (1006), and the direction of the wind shielding structure is adjusted according to the wind direction; A number of hydraulic jacks (11) are arranged between the jacking plate (1006) and the fixed bottom plate (1005). Two motor fixing frames (12) are symmetrically and fixedly installed between the jacking plate (1006) and the fixed bottom plate (1005). A second reduction motor (13) is fixedly installed in each motor fixing frame (12). The output end of each second reduction motor (13) is sleeved with a driving gear (14). One side of the driving gear (14) is meshed and connected with a forward transmission and lifting mechanism (15). The other side of the forward transmission and lifting mechanism (15) is meshed and connected with a reverse transmission and lifting mechanism (16). The other side of the reverse transmission and lifting mechanism (16) is also meshed and connected with another group of the forward transmission and lifting mechanism (15). The forward transmission and lifting mechanism (15) and the reverse transmission and lifting mechanism (16) are staggered and meshed with each other, and so on; Two adjustment chutes (1009) are symmetrically opened at both ends of the toothed plate (1001). An adjustment knob (1010) is slidably connected in each adjustment chute (1009). Each adjustment knob (1010) is welded to the jacking plate (1006).

2. The windshield structure for the bow of an ultra-large container ship according to claim 1, characterized in that, The streamline wrapping plate (1) is a smooth and continuous curved surface shell structure. A number of vertical strong structures (2) are uniformly welded longitudinally inside the streamline wrapping plate (1). A number of horizontal strong structures (7) are uniformly welded transversely inside the streamline wrapping plate (1). The vertical strong structures (2) and the horizontal strong structures (7) are staggered to form a strong support network. A number of columns of vertical profiles (3) fitting to its inner surface are also welded longitudinally inside the streamline wrapping plate (1). The vertical profiles (3) are smaller in volume and weight than the vertical strong structures (2). A number of vertical large gusset plates (4) are welded below the inside of the streamline wrapping plate (1). Each vertical large gusset plate (4) corresponds vertically to each column of the vertical profiles (3), and a connecting elbow plate (6) is connected between each vertical large gusset plate (4) and each column of the vertical profiles (3). A transition structure (5) is welded at the position where the horizontal strong structure (7) intersects with each column of the vertical profiles (3) below. A top surface twisting connection structure (8) is fixedly connected above the vertical strong structure (2), and the top surface twisting connection structure (8) closely fits the top surface of the streamline wrapping plate (1). A top surface crescent plate (9) is arranged inside the top surface twisting connection structure (8) above each vertical profile (3).

3. The windshield structure for the bow of an ultra-large container ship according to claim 2, characterized in that, Two groups of first curved side plates (1002), second curved side plates (1003) and third curved side plates (1004) are symmetrically arranged outside between the jacking plate (1006) and the fixed bottom plate (1005). The forward transmission lifting mechanism (15) and the reverse transmission lifting mechanism (16) both include driven gears (151). The driving gear (14) is meshed and connected with the forward transmission lifting mechanism (15) through the driven gear (151). The forward transmission lifting mechanism (15) and the reverse transmission lifting mechanism (16) are also meshed and connected through their respective driven gears (151). A column support (152) is penetrated through the center of the driven gear (151). A threaded column (154) is threadedly connected inside the column support (152). A top plate (153) is welded above the threaded column (154). The difference between the forward transmission lifting mechanism (15) and the reverse transmission lifting mechanism (16) is that the threads of their threaded columns (154) have opposite helix directions. Inner windshields (17) are slidably connected inside the first curved side plates (1002), the second curved side plates (1003) and the third curved side plates (1004). Fixed fitting plates (18) are arranged in the centers of the first curved side plates (1002), the second curved side plates (1003) and the third curved side plates (1004). A number of balls (181) are embedded and installed on one side of the fixed fitting plate (18), and the inner windshields (17) are in rolling connection with the balls (181).

4. A windshield structure for the bow of an ultra-large container ship according to claim 3, characterized in that, The vertical strong structure (2) is a longitudinal support structure, and a plurality of the vertical strong structures (2) respectively adopt designs with various lengths and curved surfaces, and are adapted to fit the inner curved surface of the streamlined cladding plate (1).

5. The windshield structure for the bow of an ultra-large container ship according to claim 4, characterized in that, The horizontal strong structure (7) is a transverse support structure, and a plurality of the horizontal strong structures (7) respectively adopt designs with various lengths and curved surfaces, and are adapted to fit the inner curved surface of the streamlined cladding plate (1).

6. The windshield structure for the bow of an ultra-large container ship according to claim 5, characterized in that, The driving gear (14), the forward transmission lifting mechanism (15) and the reverse transmission lifting mechanism (16) are all rotatably connected to the fixed bottom plate (1005).

7. The windshield structure for the bow of an ultra-large container ship according to claim 6, characterized in that, The top surface of the inner wind shield (17) is welded to the lower surface of the lifting plate (1006), and the lower surfaces of the first curved side plate (1002), the second curved side plate (1003) and the third curved side plate (1004) are all welded to the fixed bottom plate (1005).

8. The windshield structure for the bow of an ultra-large container ship according to claim 7, characterized in that, The streamlined cladding plate (1) includes a first cladding plate (101), second cladding plates (102) are fixedly installed on both sides of the first cladding plate (101), and third cladding plates (103) are fixedly installed on the other side of each second cladding plate (102). The first cladding plate (101), the second cladding plates (102) and the third cladding plates (103) together form a streamlined shell-like design with a lower middle and higher sides at the upper end of the streamlined cladding plate (1).

9. A windshield structure for the bow of an ultra-large container ship according to claim 8, characterized in that, An auxiliary fixing structure (19) is also buckled at the lower end of the vertical large gusset plate (4). The auxiliary fixing structure (19) is provided with a pressing groove (191) adapted to the protruding structure at the lower end of the vertical large gusset plate (4), and the protruding structure at the lower end of the vertical large gusset plate (4) is placed in the pressing groove (191). A clamping block (192) is welded to the lower surface of the auxiliary fixing structure (19). An avoidance sliding groove (1011) is also provided on the toothed plate (1001) below the clamping block (192). The clamping block (192) passes through the lifting plate (1006) through the avoidance sliding groove (1011) of the toothed plate (1001), and the thickness of the clamping block (192) is equal to the sum of the thickness of the toothed plate (1001) and the lifting plate (1006). A protruding block (193) is welded below the clamping block (192), and springs (194) are welded to both sides of the protruding block (193). The other end of each spring (194) is welded with a stop block (195). The sum of the thickness of the protruding block (193), the lengths of the two springs (194) compressed to the shortest state and the thicknesses of the two stop blocks (195) is equal to the thickness of the clamping block (192).

Images