Ultra-large container ship with sinking design ship bow

Abstract

The invention provides an ultra-large container ship with a sinking design ship bow, and relates to the technical field of container ships. The ultra-large container ship with the sinking design ship bow comprises a ship body and a ship bow, the ship bow is arranged at the front end of the ship body and comprises a mooring deck and a mooring deck set arranged below the mooring deck, the mooring deck set is provided with a zero warehouse capable of containing containers, and a warehouse opening of the zero warehouse is formed in the mooring deck; wherein a foremast is arranged on the side, away from the ship body, of the mooring deck, a mooring winch, an anchor gear and a chain locker are arranged on the mooring deck set, and an avoiding opening allowing a mooring rope of the mooring winch to pass through is formed in the bow outer plate. According to the ultra-large container ship with the sinking design ship bow, on the premise that the economic cost and the main scale foundation are both considered, the cargo carrying capacity can be improved, and the operation safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of container ships, and in particular to an ultra-large container ship with a sunken bow. Background Art

[0002] Container ships are special water transport vehicles that carry containers and are used to achieve efficient transportation and transshipment of goods around the world. Container ships can load various goods into standard containers for transportation, thereby improving transportation efficiency and reducing cargo damage and loss. In order to reduce the average cost of a container, container ships are developing towards larger sizes.

[0003] The existing ultra-large container ships cannot further increase their cargo capacity while ensuring economic costs and based on their main dimensions. At the same time, in the daily operation of ultra-large container ships, especially during mooring operations at berthing terminals, ultra-large container ships are required to be equipped with a large number of mooring ropes and winches according to regulations, and the mooring ropes have a large breaking force. There is a possibility that the ropes may break, posing a safety threat to operators on the deck who are performing operations such as cargo securing and daily observation, and the operational safety is poor. Summary of the invention

[0004] The object of the present invention is to provide an ultra-large container ship with a sunken bow design, which can improve the cargo capacity and improve the operation safety while taking into account the economic cost and the main scale basis.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] Ultra-large container ship with a sunken bow design, including:

[0007] Hull;

[0008] A bow, arranged at the front end of the hull, the bow comprising a mooring deck and a mooring deck group arranged below the mooring deck, and a No. 0 cargo hold capable of accommodating containers is arranged on the mooring deck group, and a hatch of the No. 0 cargo hold is arranged on the mooring deck;

[0009] The foremast is arranged on the side of the mooring deck away from the hull, the mooring deck group is arranged with a mooring winch, an anchor windlass and an anchor chain compartment, and an avoidance opening is provided on the bow outer plate to allow the cable of the mooring winch to pass through.

[0010] As a further technical solution, the mooring deck group includes a first mooring deck and a second mooring deck. Along the height direction, the first mooring deck is arranged between the second mooring deck and the lashing deck; wherein, the main deck at the bow serves as the first mooring deck, a partial area of the second mooring deck serves as the bottom wall of the No. 0 cargo hold, and the side walls of the No. 0 cargo hold extend towards the direction away from the second mooring deck to the hatch opening.

[0011] As a further technical solution, the bow further includes two first support bulkheads and two second support bulkheads;

[0012] Along the length direction, the first ends of the two first support bulkheads are connected to the second mooring deck at intervals, and the second ends both extend to the hatch opening;

[0013] Along the width direction, the first ends of the two second support bulkheads are connected to the second mooring deck at intervals, and the second ends both extend to the hatch opening, and both sides of each second support bulkhead along the length direction are respectively connected to the two first support bulkheads. The two first support bulkheads and the two second support bulkheads enclose the No. 0 cargo hold with the second mooring deck.

[0014] As a further technical solution, the second ends of the two first support bulkheads are lower than the upper end surface of the lashing deck. Along the width direction, a plurality of support assemblies are arranged at intervals on the two side walls of the hatch opening corresponding to the two first support bulkheads. The plurality of support assemblies cooperate to form a support seat capable of carrying the container;

[0015] Each support assembly includes a support base and a detachable base. The support base is embedded in the corresponding side wall, the detachable base is detachably connected to the corresponding support base, and a corner fitting is arranged on the upper end surface of the detachable base.

[0016] As a further technical solution, the maximum distance between the two first support bulkheads is an integer multiple of the length of the container;

[0017] And / or, the maximum distance between the two second support bulkheads is an integer multiple of the width of the container.

[0018] As a further technical solution, the first end of the foremast extends downward to the second deck located below the mooring deck group and serves as a part of the stem;

[0019] The second end of the foremast extends upward, and a mast platform is arranged at the second end of the foremast. The mast platform extends towards the direction close to the hull.

[0020] As a further technical solution, a boatswain's room is provided on the second deck and / or the second mooring deck, a visual monitoring system is provided on both the mooring deck and the mooring deck group, and a display screen is provided in the boatswain's room which is in communication with the visual monitoring system;

[0021] A staircase or an elevator is provided between the mooring deck and the second deck.

[0022] As a further technical solution, the distance from the upper end surface of the mooring deck to the upper end surface of the large hatch cover in the hull is an integer multiple of the height of the container.

[0023] As a further technical solution, an even number of the avoidance openings are provided and are equally divided into two opening groups, and the two opening groups are symmetrically distributed on the bow outer plate relative to the centerline plane of the container ship.

[0024] As a further technical solution, one end of the mooring deck away from the foremast extends toward the hull to form an overhanging structure, and a guide column extending in the height direction is provided on one side of the overhanging structure away from the mooring deck;

[0025] The overhanging structure and the securing deck are both provided with lashing eye plates.

[0026] Compared with the prior art, the ultra-large container ship with a sunken bow provided by the embodiment of the present invention has the following technical advantages:

[0027] Since a mooring deck group is arranged below the mooring deck, and a No. 0 cargo hold capable of accommodating containers is arranged on the mooring deck group, during loading, containers can be directly loaded into the No. 0 cargo hold through the port, thereby improving the cargo carrying capacity of the container ship while taking into account both economic cost and the main scale basis. The mooring deck group is provided with a mooring winch, an anchor windlass and an anchor chain locker. On the one hand, by distributing the mooring winch, an anchor windlass and an anchor chain locker to the mooring deck group, the free area on the mooring deck is increased, thereby further improving the cargo carrying capacity of the container ship; on the other hand, when the container ship is moored at the berth, the cable of the mooring winch extends out of the container ship from the avoidance opening and is transferred to the berth, and is put on the mooring pile of the berth and tightened to realize the mooring of the container ship, while cargo securing, daily observation and other operations can be completed on the mooring deck above the mooring deck group, thereby avoiding the operator from frequently passing through the mooring deck group, thereby reducing the probability of safety threats to the operator due to cable breakage and other situations, and improving the safety of the operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the accompanying drawings required for the description of the embodiments of the present invention. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the content of the embodiments of the present invention and these drawings.

[0029] Figure 1 It is a front view sketch of a partial structure of a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0030] Figure 2 It is a top view sketch of the lashing deck layer in a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0031] Figure 3 It is a top view sketch of the first mooring deck in a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0032] Figure 4 It is a top view sketch of the second mooring deck in a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0033] Figure 5 It is a top view sketch of the second deck in a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0034] Figure 6 It is a front view sketch of the anchor winch position in a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0035] Figure 7 It is a side view sketch of a partial structure of a super-large container ship with a sunken bow design provided by an embodiment of the present invention;

[0036] Figure 8 It is a structural schematic diagram of a support assembly in a super-large container with a sunken bow design provided by an embodiment of the present invention;

[0037] Figure 9 It is a front view of a detachable base in a super-large container with a sunken bow design provided by an embodiment of the present invention.

[0038] In the figure:

[0039] 10. Container;

[0040] 100. Hull;

[0041] 200, Bow; 202, Avoidance opening; 210, Securing deck; 220, Mooring deck group; 221, First mooring deck; 222, Second mooring deck; 230, First support bulkhead; 240, Second support bulkhead; 250, Second deck;

[0042] 310, Foremast; 311, Mast platform;

[0043] 410, Mooring winch; 420, Anchor windlass; 430, Chain locker;

[0044] 500, Support assembly; 510, Support base; 511, Clamping interface; 520, Demountable base; 521, Box corner; 522, Clamping plate; 523, Clamping board; 524, Reinforcing plate; 525, Base plate; 526, Auxiliary plate;

[0045] 601, Guide post; 602, Lashing eye plate; 603, Bosun's cabin; 604, Companionway; 605, Elevator; 606, Hoisting system. Detailed implementation mode

[0046] Before explaining any implementation mode of the present application in detail, it should be understood that the present application is not limited to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0047] In the present application, the terms "comprise", "include", "have" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the presence of additional identical elements in the process, method, article or device comprising that element.

[0048] In the present application, the term "and / or" is a relationship describing associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in the present application generally represents an "and / or" relationship between the associated objects before and after.

[0049] In this application, the terms "connected", "combined", "coupled", and "mounted" can be direct connections, combinations, couplings, or mountings, or can be indirect connections, combinations, couplings, or mountings. Among them, by way of example, a direct connection means that two parts or components are connected together without the need for an intermediate member, and an indirect connection means that two parts or components are respectively connected to at least one intermediate member, and these two parts or components are connected through the intermediate member. In addition, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, and can include electrical connections or couplings.

[0050] In this application, those of ordinary skill in the art will understand that relative terms used in connection with a quantity or condition (such as "about", "approximately", "substantially", etc.) are intended to include the recited value and have the meaning indicated by the context. For example, such relative terms include at least the degree of error associated with the measurement of a particular value, tolerances due to manufacturing, assembly, use in relation to a particular value, etc. Such terms should also be considered to disclose a range defined by the absolute values of two endpoints. A relative term may refer to a plus or minus a certain percentage (such as 1%, 5%, 10% or more) of the indicated value. Numerical values that do not employ relative terms should also be disclosed as having tolerances. In addition, "substantially" when expressing a relative angular positional relationship (such as substantially parallel, substantially perpendicular) may refer to a plus or minus a certain number of degrees (such as 1 degree, 5 degrees, 10 degrees or more) from the indicated angle.

[0051] In this application, those of ordinary skill in the art will understand that the functions performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the functions performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0052] In this application, the orientation terms such as "upper", "lower", "left", "right", "front", "rear", etc. are described based on the orientation and positional relationship shown in the drawings, and should not be construed as a limitation on the embodiments of this application. In addition, in the context, it should also be understood that when it is mentioned that one element is connected "above" or "below" another element, it can not only be directly connected "above" or "below" another element, but also be indirectly connected "above" or "below" another element through an intermediate element. It should also be understood that orientation terms such as the upper side, lower side, left side, right side, front side, rear side, etc. not only represent the positive orientation, but can also be understood as the side orientation. For example, the lower side can include directly below, lower left, lower right, lower front, and lower rear, etc.

[0053] Combined Figures 1 to 9As shown, the ultra-large container ship with a sunken bow design provided in this embodiment (hereinafter referred to as the container ship) can improve the cargo carrying capacity and improve the safety of operation under the premise of taking into account the economic cost and the main scale basis. Specifically, the container ship includes a hull 100 and a bow 200: the bow 200 is arranged at the front end of the hull 100, the bow 200 includes a mooring deck 210 and a mooring deck group 220 arranged below the mooring deck 210, and the mooring deck group 220 is provided with a zero cargo hold capable of accommodating the container 10, and the hatch of the zero cargo hold is arranged on the mooring deck 210; wherein, the foremast 310 is arranged on the side of the mooring deck 210 away from the hull 100, and the mooring deck group 220 is arranged with a mooring winch 410, an anchor windlass 420 and an anchor chain locker 430, and an avoidance opening 202 for allowing the cable of the mooring winch 410 to pass through is arranged on the outer plate of the bow.

[0054] Specifically, since a mooring deck group 220 is provided below the mooring deck 210, and a No. 0 cargo hold capable of accommodating the container 10 is provided on the mooring deck group 220, during loading, the container 10 can be directly loaded into the No. 0 cargo hold through the hold opening, thereby improving the cargo carrying capacity of the container ship while taking into account both economic costs and the main scale basis. The mooring deck group 220 is provided with a mooring winch 410, an anchor windlass 420 and an anchor chain locker 430. On the one hand, by distributing the mooring winch 410, the anchor windlass 420 and the anchor chain locker 430 to the mooring deck group 220, the free area on the mooring deck 210 is increased, thereby further improving the cargo carrying capacity of the container ship; on the other hand, when the container ship is moored at the dock for mooring operations, the cable of the mooring winch 410 extends from the avoidance opening 202 outside the container ship and is transferred to the dock, where it is put on the mooring pile of the dock and tightened to achieve the mooring of the container ship, while operations such as cargo securing and daily observation can be completed on the mooring deck 210 above the mooring deck group 220, thereby avoiding operators from frequently passing by the mooring deck group 220, thereby reducing the probability of safety threats to operators due to cable breakage and the like, thereby improving operational safety. The anchor chain of the anchor windlass 420 is extended to the container ship through the anchor chain compartment 430, and the anchor claw at the end of the anchor chain grabs the seabed so that the anchor chain is suspended in the water at a certain angle to form an "anchor chain suspension chain", thereby cushioning the shaking of the container ship.

[0055] In addition, in this embodiment, a collision-proof bulkhead is provided between the hull 100 and the bow 200, so that the hull 100 and the bow 200 are relatively independent. The collision-proof bulkhead is provided with reference to the prior art, and will not be described in detail here.

[0056] Preferably, the mooring deck group 220 includes a first mooring deck 221 and a second mooring deck 222, and along the height direction, the first mooring deck 221 is arranged between the second mooring deck 222 and the mooring deck 210; wherein, the main deck of the bow 200 serves as the first mooring deck 221, a partial area of ​​the second mooring deck 222 serves as the bottom wall of the No. 0 cargo hold, and the side walls of the No. 0 cargo hold extend to the warehouse opening in a direction away from the second mooring deck 222.

[0057] Combination Figures 1 to 4 As shown, in this embodiment, the first mooring deck 221 is provided with a plurality of mooring winches 410 at intervals along the width direction on the side of the No. 0 cargo hold away from the hull 100, so that a plurality of mooring winches 410 are evenly arranged at intervals along the length direction on both sides of the No. 0 cargo hold; the second mooring deck 222 is provided with a plurality of mooring winches 410 at intervals along the width direction on the side of the No. 0 cargo hold away from the hull 100, so that a plurality of mooring winches 410 are evenly arranged at intervals along the length direction on both sides of the No. 0 cargo hold; at the same time, the plurality of mooring winches 410 arranged on the first mooring deck 221 are arranged one-to-one in the height direction with the plurality of mooring winches 410 arranged on the first mooring deck 221, so as to ensure the mooring stability of the container ship. Multiple anchor machines 420 are all arranged on the first mooring deck 221, and multiple anchor machines 420 are located between the mooring winch 410 and the zero cargo hold on the side of the zero cargo hold away from the hull 100; multiple anchor machines 420 are evenly spaced along the width direction, and multiple anchor chain lockers 430 are arranged one by one corresponding to the multiple anchor machines 420, and multiple anchor chain lockers 430 extend from the first mooring deck 221 downward from the first mooring deck 250 and penetrate the bottom wall of the ship; in this way, it is avoided that the height position of multiple anchor machines 420 inside the container ship is too low, which affects the buffering effect of the anchor chain on the container ship. The specific structure and working principle of the mooring winch 410 and the anchor machine 420 are set with reference to the existing technology, and will not be repeated here. In addition, the number of mooring winches 410 and anchor machines 420 can be adaptively increased or decreased according to the actual needs of the container ship, and this embodiment does not make specific restrictions.

[0058] At the same time, a part of the second mooring deck 222 serves as the bottom wall of the No. 0 cargo hold, which can increase the depth of the No. 0 cargo hold and thus improve the cargo carrying capacity of the No. 0 cargo hold.

[0059] The specific setting method of the No. 0 cargo hold is as follows: The bow 200 further includes two first support deck plates 230 and two second support deck plates 240; along the length direction, the first ends of the two first support deck plates 230 are spaced and connected to the second mooring deck 222, and the second ends both extend to the hatch; along the width direction, the first ends of the two second support deck plates 240 are spaced and connected to the second mooring deck 222, and the second ends both extend to the hatch, and both sides of each second support deck plate 240 along the length direction are respectively connected to the two first support deck plates 230. The two first support deck plates 230 and the two second support deck plates 240 and the second mooring deck 222 enclose to form the No. 0 cargo hold. In this embodiment, the two first support deck plates 230 and the two second support deck plates 240 are both set as waterproof plates, so that the No. 0 cargo hold is a waterproof cargo hold. With such a setting, it is avoided that after rainwater and other liquids enter the bow 200, they will affect the containers 10 in the No. 0 cargo hold.

[0060] Preferably, the second ends of the two first support deck plates 230 are lower than the upper end surface of the lashing deck 210. Along the width direction, a plurality of support assemblies 500 are spaced and arranged on both side walls of the hatch corresponding to the two first support deck plates 230. The plurality of support assemblies 500 cooperate to form a support seat capable of carrying the container 10; each support assembly 500 includes a support base 510 and a detachable base 520. The support base 510 is embedded in the corresponding side wall, the detachable base 520 is detachably connected to the corresponding support base 510, and a box corner 521 is arranged on the upper end surface of the detachable base 520.

[0061] Combined with Figure 1 、 Figure 8 and Figure 9As shown, since the detachable base 520 is detachably connected to the corresponding support base 510, the No. 0 cargo hold has two loading forms. Specifically: First, when the hull 100 is fully loaded but there are still a large number of goods to be loaded, all the detachable bases 520 are removed from the corresponding support bases 510 to avoid interference between multiple detachable bases 520 and the containers 10. Then, the containers 10 are directly loaded starting from the bottom wall of the No. 0 cargo hold; that is, the lowest-layer containers 10 loaded in the No. 0 cargo hold are directly placed on the bottom wall of the No. 0 cargo hold. In this way, the cargo-carrying capacity of the No. 0 cargo hold is improved, and at the same time, after the No. 0 cargo hold is fully loaded, it is convenient for the whole ship to be tied down. Second, when the hull 100 is fully loaded but there are relatively few goods to be loaded, the detachable base 520 is connected to the corresponding support base 510 so that multiple support components 500 cooperate to form a support seat. Then, the containers 10 are loaded starting from the support seat; that is, the lowest-layer containers 10 loaded in the No. 0 cargo hold are directly placed on the support seat, and the gravity of the containers 10 is transmitted to the container ship through multiple support components 500. In this way, it is avoided that due to relatively few goods to be loaded, the distance between the topmost parts of multiple containers 10 loaded in the No. 0 cargo hold and the topmost parts of multiple containers 10 loaded in other cargo holds on the hull 100 is too large, which affects the tying-down effect of the whole ship.

[0062] Taking one group of support components 500 as an example, the structures and principles of the support base 510 and the detachable base 520 are described. The support base 510 corresponds to the second end of the first support deck 230 and is embedded in the securing deck 210. A clamping interface 511 is provided on the side of the support base 510 close to the first support deck 230. The detachable base 520 includes a base plate 525 and a clamping plate 522 fixedly connected to the second end of the base plate 525. The clamping plate 522 is perpendicular to the base plate 525, and at least one corner fitting 521 is provided on the upper end surface of the base plate 525. When the clamping plate 522 is clamped in the clamping interface 511, the detachable base 520 can be connected to the support base 510. When the clamping plate 522 is taken out of the clamping interface 511, the detachable base 520 can be removed from the support base 510. The corner fitting 521 provided on the upper end surface of the base plate 525 can carry, position, and protect multiple containers 10 in the second loading mode of the No. 0 cargo hold.

[0063] In order to further enhance the self-strength of the detachable base 520, as well as the connection strength and connection stability after the detachable base 520 is clamped to the support base 510, thereby enhancing the bearing capacity of the support assembly 500, in this embodiment, the detachable base 520 further includes a clamping plate 523 and a plurality of reinforcing plates 524. The clamping plate 523 is vertically arranged on the lower end surface of the substrate 525 and is spaced from the clamping plate 522. After the clamping plate 522 is clamped to the clamping port 511, the end surface of the clamping plate 523 close to the clamping plate 522 abuts against the side surface of the detachable base 520 facing the middle of the hatch; thus, to enhance the connection strength and connection stability after the detachable base 520 is clamped to the support base 510. At the same time, when the container 10 is loaded on the support base, the probability that the end of the substrate 525 facing away from the clamping plate 522 bends downward due to gravity is reduced. In addition, in order to increase the contact area between the clamping plate 523 and the side wall of the detachable base 520 to reduce the probability of deformation of the clamping plate 523 or the side wall of the detachable base 520, an auxiliary plate 526 is arranged on the end surface of the clamping plate 523 close to the clamping plate 522. The plurality of reinforcing plates 524 are fixedly arranged on both sides of the clamping plate 523, and the plurality of reinforcing plates 524 are fixedly connected to the lower end surface of the substrate 525, so as to enhance the self-strength of the detachable base 520.

[0064] After a plurality of containers 10 are loaded into the No. 0 cargo hold, the plurality of containers 10 form a container group. In order to prevent the container group from shifting in the width direction or length direction in the No. 0 cargo hold, resulting in the containers 10 being squeezed or collided with the side walls of the No. 0 cargo hold, which may cause the running stability of the container ship to decrease. In this embodiment, the maximum distance between the two first support deck plates 230 is an integer multiple of the length of the container 10; and the maximum distance between the two second support deck plates 240 is an integer multiple of the width of the container 10; to ensure that when a plurality of containers 10 are loaded into the No. 0 cargo hold, the container group abuts against the corresponding side walls of the No. 0 cargo hold in both the width direction and the length direction.

[0065] Preferably, the first end of the foremast 310 extends downward to the second deck 250 located below the mooring deck group 220 and serves as a part of the bow column; while enhancing the installation strength and installation stability of the foremast 310, the strength of the bow 200 is improved. The second end of the foremast 310 extends upward, and a mast platform 311 is arranged at the second end of the foremast 310. The mast platform 311 extends towards the direction close to the hull 100. While ensuring the effect of the foremast 310, it is avoided that the mast platform 311 exceeds the maximum ship length limit.

[0066] Preferably, a bosun's cabin 603 is provided on the second deck 250 and / or the second mooring deck 222. Visual monitoring systems are provided on both the lashing deck 210 and the mooring deck group 220, and a display screen communicatively connected to the visual monitoring system is provided in the bosun's cabin 603. A stairway 604 or an elevator 605 is provided between the lashing deck 210 and the second deck 250.

[0067] Specifically, in this embodiment, bosun's cabins 603 are provided on both the second deck 250 and the second mooring deck 222. The lower layer of the bosun's cabin 603 is located on the second deck 250, and the upper layer of the bosun's cabin 603 is located on the second mooring deck 222. Part of the area of the upper bosun's cabin 603 serves as a duty room. A lifting system 606 is correspondingly provided on the lashing deck 210 opposite to the bosun's cabin 603. The lifting system 606 extends downward to the upper layer of the bosun's cabin 603. The lifting system 606 is used for the vertical lifting in and out of objects, reducing the frequency of operators passing between the lashing deck 210, the mooring deck group 220, and the second deck 250 for taking objects, thereby further improving the operation safety. The lifting system 606 is set with reference to the prior art and will not be elaborated here.

[0068] In this embodiment, the visual monitoring system is set as an electronic monitoring system. A plurality of electronic monitors are spacedly provided on the lower end surfaces of both the lashing deck 210 and the first mooring deck 221, so that operators can observe the real-time conditions between the lashing deck 210 and the first mooring deck 221, and between the first mooring deck 221 and the second mooring deck 222 in the bosun's cabin 603, further reducing the frequency of operators passing through the mooring deck group 220.

[0069] In this embodiment, the elevator 605 is set as a passenger and cargo elevator. By providing the stairway 604 and the elevator 605 on the lashing deck 210, the mooring deck group 220, and the second deck 250, it is convenient for operators to reach different decks and also convenient for operators to transfer goods between decks, ensuring comfort and convenience. The installation positions and numbers of the stairway 604 and the elevator 605 are not specifically limited, as long as interference with the No. 0 cargo hold, mooring winch 410, windlass 420, chain locker 430, foremast 310, etc. is avoided.

[0070] Preferably, the distance from the upper end surface of the lashing deck 210 to the upper end surface of the large hatch cover on the hull 100 is an integer multiple of the height of the container 10. With such a setting, after stacking multiple containers 10 on the lashing deck 210 to form a container group, it is ensured that the upper end surface of the container group stacked on the lashing deck 210 is flush with the upper end surfaces of the container groups stacked in other cargo holds on the hull 100, thus facilitating the overall ship lashing optimization design of the container ship.

[0071] Preferably, an even number of avoidance openings 202 are provided and evenly divided into two groups of opening groups, and the two groups of opening groups are symmetrically distributed on the outer plate of the bow with respect to the center line plane of the container ship. With such an arrangement, after the mooring cable of the mooring winch 410 extends out of the container ship through the corresponding avoidance opening 202 to complete the mooring of the container ship, it can be ensured that the mooring binding forces received on both sides in the width direction of the container ship are approximately equal, thereby ensuring the mooring stability of the container ship.

[0072] Preferably, one end of the lashing deck 210 away from the foremast 310 extends towards the hull 100 to form an overhanging structure. In this embodiment, the distance between the overhanging structure and the large hatch cover is greater than 2000 mm. With such an arrangement, during the hoisting process of the large hatch cover, the overhanging structure can prevent the large hatch cover from colliding with the containers 10 in the No. 0 cargo hold. And a guiding upright column 601 extending in the height direction is provided on the side of the overhanging structure away from the lashing deck 210; a plurality of guiding upright columns 601 are provided, and the plurality of guiding upright columns 601 are spaced at intervals in the width direction, and the distance between two adjacent guiding upright columns 601 is the same as the size of the lashing bridge of a typical container 10; during the hoisting process of the large hatch cover, the plurality of guiding upright columns 601 all play a guiding role in the large hatch cover, ensuring that the large hatch cover always rises in the vertical direction during the hoisting process. Lashing eye plates 602 are provided on both the overhanging structure and the lashing deck 210. Specifically, a plurality of lashing eye plates 602 are spaced at intervals in the width direction on the overhanging structure to facilitate the bundling and fixing of the container groups stacked in other cargo holds on the hull 100; a plurality of lashing eye plates 602 are provided on the lashing deck 210 corresponding to the two first support deck plates 230 to facilitate the bundling and fixing of the container groups stacked on the lashing deck 210. The specific structure of the lashing eye plate 602 refers to the prior art and will not be elaborated here; the specific number of the lashing eye plates 602 provided, as well as the specific positions of the plurality of lashing eye plates 602, are adaptively set according to actual needs and are not specifically limited in this embodiment.

[0073] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention and are not intended to limit the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. Ultra-large container ship with a sunken bow design, characterized in that, include: Hull (100); A bow (200) is arranged at the front end of the hull (100), the bow (200) comprising a mooring deck (210) and a mooring deck group (220) arranged below the mooring deck (210), and a No. 0 cargo hold capable of accommodating a container (10) is arranged on the mooring deck group (220), and a hatch of the No. 0 cargo hold is arranged on the mooring deck (210); A foremast (310) is arranged on the side of the mooring deck (210) facing away from the hull (100), a mooring winch (410), an anchor windlass (420) and an anchor chain compartment (430) are arranged on the mooring deck group (220), and an avoidance opening (202) is provided on the bow outer plate to allow the cable of the mooring winch (410) to pass through.

2. The ultra-large container ship with a sunken bow according to claim 1, characterized in that, The mooring deck group (220) comprises a first mooring deck (221) and a second mooring deck (222), wherein the first mooring deck (221) is arranged between the second mooring deck (222) and the securing deck (210) in the height direction; wherein the main deck of the bow (200) serves as the first mooring deck (221), a part of the second mooring deck (222) serves as the bottom wall of the No. 0 cargo hold, and the side wall of the No. 0 cargo hold extends to the cargo hold opening in a direction away from the second mooring deck (222).

3. The ultra-large container ship with a sunken bow according to claim 2, characterized in that, The bow (200) further comprises two first supporting panels (230) and two second supporting panels (240); Along the length direction, the first ends of the two first supporting panels (230) are spaced apart and connected to the second mooring deck (222), and the second ends both extend to the port; Along the width direction, the first ends of the two second supporting panels (240) are spaced apart and connected to the second mooring deck (222), and the second ends extend to the warehouse opening, and both sides of each second supporting panel (240) along the length direction are respectively connected to the two first supporting panels (230), and the two first supporting panels (230) and the two second supporting panels (240) and the second mooring deck (222) enclose the No. 0 cargo hold.

4. The ultra-large container ship with a sunken bow according to claim 3, characterized in that, The second ends of the two first supporting panels (230) are lower than the upper end surface of the securing deck (210), and along the width direction, a plurality of supporting assemblies (500) are arranged at intervals on two side walls of the port corresponding to the two first supporting panels (230), and the plurality of supporting assemblies (500) cooperate to form a supporting seat capable of carrying the container (10); Each of the supporting assemblies (500) comprises a supporting base (510) and a removable base (520), wherein the supporting base (510) is embedded in the corresponding side wall, and the removable base (520) is removably connected to the corresponding supporting base (510), and the upper end surface of the removable base (520) is provided with a box corner (521).

5. The ultra-large container ship with a sunken bow according to claim 3, characterized in that, The maximum distance between the two first supporting panels (230) is an integer multiple of the length of the container (10); And / or, the maximum distance between the two second support hatch covers (240) is an integer multiple of the width of the container (10).

6. The ultra-large container ship with a sunken bow design according to claim 2, characterized in that, The first end of the foremast (310) extends downward to the second deck (250) located below the mooring deck group (220) and serves as a part of the stem. The second end of the foremast (310) extends upward, and a mast platform (311) is provided at the second end of the foremast (310), and the mast platform (311) extends in a direction close to the hull (100).

7. The ultra-large container ship with a sunken bow according to claim 6, characterized in that, A bosun's cabin (603) is provided on the second deck (250) and / or the second mooring deck (222), a visual monitoring system is provided on both the lashing deck (210) and the mooring deck group (220), and a display screen communicatively connected to the visual monitoring system is provided in the bosun's cabin (603). A stairway (604) or an elevator (605) is provided between the lashing deck (210) and the second deck (250).

8. The ultra-large container ship with a sunken bow according to claim 2, characterized in that, The distance from the upper end surface of the lashing deck (210) to the upper end surface of the large hatch cover in the hull (100) is an integer multiple of the height of the container (10).

9. The ultra-large container ship with a sunken bow according to claim 1, characterized in that, An even number of avoidance openings (202) are provided and are evenly divided into two groups of opening groups, and the two groups of opening groups are symmetrically distributed on the bow outer plate with respect to the center line plane of the container ship.

10. The ultra-large container ship with a sunken-designed bow according to claim 1, characterized in that, One end of the lashing deck (210) facing away from the foremast (310) extends in a direction close to the hull (100) to form an overhanging structure, and a guiding upright column (601) extending in the height direction is provided on the side of the overhanging structure facing away from the lashing deck (210). Lashing eye plates (602) are provided on both the overhanging structure and the lashing deck (210).

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