Bilge keel assembly applied to ship and ship

Abstract

The invention relates to a bilge keel assembly applied to a ship and the ship with the bilge keel assembly. The bilge keel assembly comprises a plurality of bilge keel single bodies, in the extending direction of the bilge keel assembly, the discharge edges of every two adjacent bilge keel single bodies are spaced to form discharge spaces, the bilge keel single bodies are provided with first pressure reduction spaces along the discharge edges, and the first pressure reduction spaces communicate with the discharge spaces. And at least one part of area, close to the first pressure reduction space, in the bilge keel single body is a first deformable area. According to the arrangement, the bilge keel single body comprises the first pressure reduction space communicated with the drainage space, and at least part of the area, close to the first pressure reduction space, in the bilge keel single body is the first deformable area. Therefore, the bilge keel assembly can consider the total area size and the connection reliability of the bilge keel assembly and the hull.

Description

Technical Field

[0001] This application relates to the technical field of ships, and particularly to a bilge keel assembly applied to a ship and a ship having the bilge keel assembly. Background Art

[0002] Ship rolling is the left - right rocking motion of a ship around its longitudinal axis during navigation. This motion may bring many hazards, such as hazards to the ship's structure, ship equipment, as well as to the cargo and personnel.

[0003] Therefore, in ship design, it is particularly important to consider the magnitude of the ship's rolling angle, and it is necessary to reduce the ship's rolling angle as much as possible to avoid accidents caused by an excessive rolling angle of the ship.

[0004] In related technologies, bilge keels are provided on the outer plate of the hull body of the ship to control the ship's rolling angle. When the ship rolls while sailing in waves or being disturbed by external forces (such as cross - wind, cross - wave), the bilge keels move in the water, and they change the speed and pressure distribution of the surrounding water flow. According to Bernoulli's principle, when the fluid velocity increases, the pressure decreases; when the fluid velocity decreases, the pressure increases. The presence of the bilge keels causes the water flow velocity around them to change, thus generating a pressure difference. When the bilge keels move in the water, they are subject to the viscous resistance of the water. This viscous resistance is opposite to the direction of the ship's rolling motion and, like a damper, can absorb the energy of the ship's rolling. From the perspective of rigid - body dynamics, the bilge keels increase the moment of inertia of the ship during rolling motion. The moment of inertia is a physical quantity that measures an object's resistance to rotation. Based on this, setting bilge keels on the ship can solve the problem of excessive rolling angle of the ship.

[0005] For a discontinuous bilge keel assembly, the discontinuous bilge keel assembly cannot achieve the problem of both a large total area and high connection reliability with the hull. If the connection reliability between the bilge keel assembly and the hull is ensured, the total area of the bilge keel assembly will be small, and a small total area of the bilge keel assembly will result in the bilge keel assembly being unable to effectively suppress the ship's rolling motion. If the total area of the bilge keel assembly is ensured to be large, the connection reliability between the individual bilge keels in the bilge keel assembly and the outer plate of the ship is low, resulting in the individual bilge keels detaching from the outer plate of the ship, causing the bilge keel assembly to fail in application on the ship. Summary of the Invention

[0006] Based on this, it is necessary to provide a bilge keel assembly applied to a ship in view of the problems existing in the application of the bilge keel assembly to a ship.

[0007] A bilge keel assembly applied to a ship, the bilge keel assembly includes:

[0008] A plurality of bilge keel units are arranged such that, along the extending direction of the bilge keel assembly, the drainage edges of two adjacent bilge keel units are spaced apart from each other to form a drainage space. A first pressure reduction space is arranged along the drainage edge of the bilge keel unit, and the first pressure reduction space communicates with the drainage space;

[0009] At least a part of the area of the bilge keel unit close to the first pressure reduction space is a first deformable area.

[0010] In one embodiment, the drainage edge includes an adjacent concave edge segment and a parallel straight segment, wherein the concave edge segment is arranged on the side of the parallel straight segment close to the outer plate.

[0011] In one embodiment, the concave edge segment includes a slant straight segment, a parametric curve segment and an arc curve segment connected in sequence, wherein the slant straight segment is arranged on the side close to the outer plate.

[0012] In one embodiment, the drainage edge further includes a first straight segment, and the first straight segment is connected between the outer plate and the concave edge segment.

[0013] In one embodiment, the drainage edge further includes a second straight segment, and the second straight segment is connected between the concave edge segment and the parallel straight segment, and the second straight segment is perpendicular to the parallel straight segment.

[0014] In one embodiment, the concave edge segment satisfies the fairing condition.

[0015] In one embodiment, in the bilge keel assembly, the bilge keel units located at the bow end and / or at the stern end are provided with chamfering portions, and along the length direction of the bilge keel unit, the chamfering portion is the end of the bilge keel unit far from the first pressure reduction space.

[0016] In one embodiment, the chamfering edge of the chamfering portion has a chamfering concave segment, and the chamfering concave segment is recessed towards the inside of the chamfering portion to define a second pressure reduction space. At least a part of the area of the chamfering portion close to the second pressure reduction space is a second deformable area.

[0017] In one embodiment, the bilge keel unit includes a first plate portion and a second plate portion connected by lapping, wherein the first pressure reduction space is arranged in the first plate portion.

[0018] For the above bilge keel assembly, the bilge keel unit is provided with a first pressure reduction space communicating with the drainage space, and at least a part of the area of the bilge keel unit close to the first pressure reduction space is a first deformable area. This enables the total area of the bilge keel assembly to be large, so that the ship equipped with the bilge keel assembly of the present application has strong anti-yaw ability and effectively suppresses the rolling motion of the ship. In addition, the connection reliability between the bilge keel assembly and the outer plate of the ship is high, ensuring that the bilge keel assembly is reliably assembled on the outer plate of the ship, avoiding the risk of separation between the bilge keel assembly and the outer plate of the ship, and ensuring the effectiveness of the bilge keel assembly.

[0019] The present application further provides a ship, including:

[0020] A hull body and a bilge keel assembly as in some of the above embodiments, the bilge keel assembly being assembled to the outer plate of the hull body. Description of the Drawings

[0021] Figure 1 It is a schematic diagram of the assembly of the bilge keel assembly and the outer plate of the ship according to an embodiment of the present application.

[0022] Figure 2 It is Figure 1 The enlarged view at A in

[0023] Figure 3 It is a schematic diagram of the concave edge segment according to an embodiment of the present application.

[0024] Figure 4 It is a stress diagram at the first deformable region of the bilge keel monomer according to an embodiment of the present application.

[0025] Figure 5 It is Figure 1 The enlarged view at B in

[0026] Figure 6 It is a stress diagram at the second deformable region of the bilge keel monomer according to an embodiment of the present application.

[0027] Reference Signs:

[0028] 100, bilge keel monomer; 200, outer plate; 101, drainage space; 102, first pressure reduction space; 103, first deformable region; 104, second pressure reduction space; 105, second deformable region; 1, drainage edge; 11, concave edge segment; 111, oblique straight segment; 112, parametric curve segment; 113, circular arc curve segment; 12, parallel straight segment; 13, first straight segment; 14, second straight segment; 2, skew removal part; 21, skew removal edge; 22, skew removal concave segment. Detailed Description of the Embodiments

[0029] To make the above objects, features, and advantages of the present application more obvious and understandable, the following describes the detailed implementation manners of the present application with reference to the drawings. Many specific details are set forth in the following description to fully understand the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0030] In the description of the present application, it should be understood that if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, 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 application.

[0031] In addition, if there are terms such as "first" and "second", these terms are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present application, if there is a term "plurality", the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0032] In the present application, unless otherwise clearly specified and limited, if there are terms such as "mounted", "connected", "connected to", "fixed", etc., these terms should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0033] In the present application, unless otherwise clearly specified and limited, if there is a description such as a first feature being "on" or "under" a second feature, the meaning may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower horizontal height than the second feature.

[0034] It should be noted that if an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. If an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. If present, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are only for illustrative purposes and do not represent the only implementation.

[0035] Referring to Figure 1 , Figure 1 FIG. shows an assembly schematic diagram of the bilge keel assembly and the outer plate 200 of the ship in an embodiment of the present application. It should be understood that in an implementation of the present application, when the bilge keel assembly is assembled to the ship, taking the width direction of the bilge keel assembly (i.e., Figure 1 the Y direction shown in ) being perpendicular to the section of the outer plate 200 as an example. And in this embodiment, taking the bilge keel assembly including three bilge keel monomers 100 as an example, the direction in which the three bilge keel monomers 100 are arranged in sequence is the length direction of the bilge keel assembly (i.e., Figure 1 the X direction shown in ), and the bilge keel assembly extends along the length direction of the ship. It should be noted that although in an embodiment of the present application, the number of bilge keel monomers 100 in the bilge keel assembly is taken as three for illustration. But the present application is not limited to this, the number of bilge keel monomers 100 in the bilge keel assembly can also be two, four, ten, twenty, etc., and the number of bilge keel monomers 100 in the bilge keel assembly can be specifically arranged according to the length of the ship where the bilge keel assembly is actually applied.

[0036] Combined with Figure 1 and Figure 2 shown, in some embodiments of the present application, along the length direction of the bilge keel assembly, two adjacent bilge keel monomers 100 are arranged at intervals, so that a flow discharge space 101 is formed between two adjacent bilge keel monomers 100. That is, along the length direction of the bilge keel monomer 100, the end face edge of the bilge keel monomer 100 close to the flow discharge space 101 is the flow discharge edge 1.

[0037] In the extending direction of the flow discharge edge 1, from the side close to the outer plate 200 of the ship to the side far from the outer plate 200, at least part of the flow discharge edge 1 is concave. In this way, on the width direction of the bilge keel monomer 100, a first pressure reduction space 102 is formed on the side of the bilge keel monomer 100 close to the outer plate 200, and the first pressure reduction space 102 communicates with the flow discharge space 101. It should be understood that Figure 2 the dotted line segment in is only used to schematically show the first pressure reduction space 102 and the flow discharge space 101 in an embodiment of the present application.

[0038] By providing a first pressure-reducing space 102 in the bilge keel unit 100, at least a part of the area in the bilge keel unit 100 close to the first deformable area 103 is the first deformable area 103.

[0039] It should be understood that in combination Figure 1 and Figure 2 As shown, in the bilge keel assembly, along the length direction of the bilge keel assembly, a flow-discharging space 101 is formed at intervals between two adjacent bilge keel units 100, making the bilge keel assembly in an intermittent type. The bilge keel assembly can provide a more flexible anti-rolling effect in some cases. When the ship sails in irregular waves, each segment of the bilge keel assembly (i.e., each bilge keel unit 100) can play a role at different wave action positions and moments. For example, when encountering waves with a shorter wavelength, the segmented structure of the bilge keel assembly can better adapt to the periodic changes of the waves. By interacting with the waves in sequence through different segments, the wave energy can be dispersed, so it is possible to more effectively suppress the rolling motion of the ship than a continuous bilge keel.

[0040] In addition, since the bilge keel assembly is segmented, compared with a continuous bilge keel, when the ship is sailing, the water flow can flow relatively smoothly in the flow-discharging space 101, reducing the overall appendage resistance and having less impact on the ship's speed. In terms of ship maneuvering, the bilge keel assembly will not generate a large additional resistance to the ship during maneuvering actions such as turning like a continuous bilge keel, enabling the ship to be maneuvered more flexibly. It should be understood that: Appendage resistance refers to the additional resistance increased due to the presence of ship appendages (such as rudders, bilge keels, propeller shaft brackets, etc.) when the ship is sailing. These appendages interact with the surrounding water during the ship's sailing process, generating additional resistance, which increases the power required for the ship to overcome the water resistance.

[0041] In combination Figure 1 and Figure 2 As shown, in the bilge keel unit 100, the bilge keel unit 100 is provided with a first pressure-reducing space 102, making the bilge keel unit 100 present a concave notch (the space of this notch is the first pressure-reducing space 102). It should be noted that referring to Figure 1 As shown, in the width direction of the bilge keel unit 100, the first pressure-reducing space 102 is provided in the bilge keel unit 100 close to the outer plate 200 of the ship. It can also be understood that the first pressure-reducing space 102 is provided close to the root of the bilge keel unit 100, and the root of the bilge keel unit 100 is the part connected to the outer plate 200.

[0042] Since the first pressure reduction space 102 is in a connected state with the flow discharge space 101, during the rolling motion of the ship, in the thickness direction of the bilge keel unit 100, water flows through the first pressure reduction space 102 and the flow discharge space 101 from one side of the bilge keel unit 100 to the other side. In this way, while ensuring that the bilge keel assembly has a relatively large total area as much as possible, it is also possible to reduce the force exerted by the water flow on the root of the bilge keel unit 100, so as to reduce the risk of separation between the bilge keel unit 100 and the outer plate 200.

[0043] And, referring to Figure 2 As shown, since the first pressure reduction space 102 is arranged close to the root of the bilge keel unit 100, a first deformable region 103 is formed in a partial area of the bilge keel unit 100 close to the outer plate 200. It should be added that in the bilge keel unit 100, the structural stiffness of the first deformable region 103 is lower than that of other regions of the bilge keel unit 100, which also makes the structure of the first deformable region 103 easier to deform compared with the structures of other regions of the bilge keel unit 100, that is, the first deformable region 103 has a certain flexibility.

[0044] It should also be understood that: due to the certain flexibility of the first deformable region 103, it can better adapt to the deformation of adjacent structures under different working conditions. During the navigation of the ship, the hull of the ship will deform due to factors such as the action of waves and the bending deformation of the hull.

[0045] Therefore, by arranging the first pressure reduction space 102 in the bilge keel unit 100, the bilge keel unit 100 has the first deformable region 103. In this way, the force exerted by the water flow on the root of the bilge keel unit 100 can be reduced, and since the first deformable region 103 can undergo corresponding elastic deformation as the hull deforms, the good contact and connection between the bilge keel unit 100 and the outer plate 200 arranged on the hull is maintained, enhancing the connection reliability between the bilge keel unit 100 and the outer plate 200. Since each bilge keel unit 100 and the outer plate 200 have reliable connectivity, the bilge keel assembly according to the present application can be reliably fixedly assembled on the outer plate 200.

[0046] It should be noted that the bilge keel assembly can be fixedly connected to the outer plate 200, but the present application is not limited to this, and the bilge keel assembly can also be fixedly assembled on the outer plate 200 in an indirect fixing manner through a cover plate. It should be understood that: in the ship structure, the cover plate is an additional plate. It is usually located at some key parts of the ship structure or parts that are prone to damage such as wear and corrosion.

[0047] In addition, it is also worth noting that for the current intermittent bilge keel, the shape of the current single bilge keel unit is similar to an "isosceles trapezoid", that is, the shape of the orthographic projection of the current single bilge keel unit in the thickness direction of the bilge keel unit is similar to an "isosceles trapezoid". However, referring to Figure 1 As shown, in the bilge keel unit 100 according to the present application, the shape of the orthographic projection of the bilge keel unit 100 in the thickness direction is similar to a "rectangle". Therefore, compared with the current single bilge keel unit, in the case of the same length dimension, the area of the bilge keel unit 100 according to the present application is larger, which also makes the total area of the bilge keel assembly according to the present application larger. Based on this, since the bilge keel assembly according to the present application has a larger total area, when the bilge keel assembly according to the present application is applied to a ship, it can effectively suppress the rolling motion of the ship.

[0048] From the above content, it can be seen that for the bilge keel assembly according to the present application, the bilge keel unit 100 is provided with a first pressure-reducing space 102 communicating with the flow-discharging space 101, and at least a part of the area of the bilge keel unit 100 close to the first pressure-reducing space 102 is a first deformable area 103. This makes the total area of the bilge keel assembly large, enables the ship equipped with the bilge keel assembly according to the present application to have strong anti-yaw ability, and effectively suppresses the rolling motion of the ship. In addition, the connection reliability between the bilge keel assembly and the outer plate 200 of the ship is high, ensuring that the bilge keel assembly is reliably assembled on the outer plate 200 of the ship, avoiding the risk of separation between the bilge keel assembly and the outer plate 200 of the ship, and ensuring the effectiveness of the bilge keel assembly.

[0049] Referring to Figure 2 As shown, in some embodiments of the present application, the flow-discharging edge 1 includes an adjacent concave edge segment 11 and a parallel straight segment 12. It can be understood that in the flow-discharging edge 1, the concave edge segment 11 and the parallel straight segment 12 are adjacent, and the concave edge segment 11 and the parallel straight segment 12 can be in a directly connected state, or the concave edge segment 11 and the parallel straight segment 12 are in an indirectly connected state.

[0050] In addition, along the length direction of the bilge keel unit 100, the concave edge section 11 is recessed towards the inside of the bilge keel unit 100 to define a first pressure reduction space 102 communicating with the flow discharge space 101 in the bilge keel unit 100. And along the extension direction of the flow discharge edge 1, the concave edge section 11 is arranged on the side closer to the outer plate 200 of the ship of the parallel straight line section 12, so that the concave edge section 11 is arranged close to the outer plate 200 of the ship, that is, the first pressure reduction space 102 is arranged close to the root of the bilge keel unit 100. So that at least a part of the area close to the first pressure reduction space 102 in the bilge keel unit 100 is a first deformable area 103. Since the first deformable area 103 has a certain flexibility, it can better adapt to the deformation of adjacent structures under different working conditions. During the navigation of the ship, the hull of the ship will deform due to factors such as the action of waves and the bending deformation of the hull itself.

[0051] In addition, it is also worth noting that referring to Figure 2 As shown, in two adjacent bilge keel units 100, the two adjacent parallel straight line sections 12 are in a parallel state, so that the main body of the shape of the flow discharge space 101 formed by the interval between the two adjacent bilge keel units 100 is rectangular. Compared with the current discontinuous bilge keel, since the shape of the current bilge keel unit is similar to an "isosceles trapezoid", the space formed by the interval between two adjacent current bilge keel units is also in the shape of an "isosceles trapezoid". Thus, in the bilge keel assembly according to the present application, while ensuring the flow discharge flow rate, the flow discharge space 101 can also avoid the loss of the total area of the bilge keel assembly, so that the bilge keel assembly has a larger total area. Therefore, when the bilge keel assembly according to the present application is applied to a ship, it can effectively suppress the rolling motion of the ship. And the main body of the shape of the flow discharge space 101 formed by the interval between two adjacent bilge keel units 100 is rectangular, which can also reduce the hull deformation-induced stress for the bilge keel unit 100.

[0052] Referring to Figure 2 and Figure 3As shown, in some embodiments of the present application, the concave edge segment 11 includes an inclined straight segment 111, a parametric curve segment 112, and an arc curve segment 113 that are connected in sequence, where the inclined straight segment 111 is disposed closer to the outer plate 200 side. There is an angle between the inclined straight segment 111 and the outer plate 200 of the ship, so that in the length direction of the bilge keel unit 100, in the direction from the side where the first pressure-reducing space 102 is provided to the central region of the bilge keel unit 100, the width dimension of the first deformable region 103 shows a gradually increasing trend, making the first deformable region 103 gradually change from "soft" to "hard". That is, the structural stiffness of the first deformable region 103 shows a smooth transition trend, avoiding the risk of stress concentration at a certain position in the first deformable region 103, thereby effectively reducing the risk of fracture and separation between the first deformable region 103 and the main structure of the bilge keel unit 100, while also ensuring that the first deformable region 103 has a certain flexibility.

[0053] Referring to Figure 3 as shown, Figure 3 shows the drawn graph of the concave edge segment 11 in the coordinate system, where the parametric curve segment 112 needs to satisfy the formula:

[0054] X = a(1 - cost)(costcosF - sintsinF);

[0055] Y = a(1 - cost)(costsinF + sintcosF).

[0056] It can be understood that the parametric curve segment 112 is a cardioide-like curve. In addition, the arc curve segment 113 is connected between the parametric curve segment 112 and the parallel straight segment 12. It should be understood that: the cardioide-like curve is a plane curve, and it is similar in shape to the cardioid. The cardioide-like curve may have some deformations on this basis, so the shape of the cardioide-like curve will change on the basis of the cardioid.

[0057] In addition, referring to Figure 3 as shown, the concave edge segment 11 satisfies the fairing condition. It should be understood that: the fairing condition (fairness) refers to the smoothness and shape rationality of the curve or surface. For a curve, the fairing condition mainly includes second-order derivative continuity (C² continuity). Intuitively, the curve should not have sharp corners, and the curvature should change continuously. From a mathematical perspective, let the parametric equation of the curve be, its first-order derivative represents the tangent vector of the curve, and the second-order derivative is related to the curvature of the curve. When the second-order derivative is continuous, the curvature of the curve can transition smoothly, and such a curve looks relatively "fair".

[0058] Combined with Figure 3 and Figure 4 as shown, where Figure 4 shows based onFigure 3 The concave edge segment 11 drawn in [figure] is applied to the stress analysis diagram of the bilge keel assembly. Figure 4 It is shown that the stress at the part where the first deformable region 103 is connected to the outer plate 200 of the ship is the smallest. Therefore, based on the design of the concave edge segment 11, the bilge keel unit 100 of the present application can effectively control the stress at the part where the first deformable region 103 is connected to the outer plate 200 of the ship. In this way, the problem of stress concentration at the connection part between the bilge keel unit 100 and the outer plate 200 of the ship is solved, thereby avoiding the problem of separation between the bilge keel unit 100 and the outer plate 200 of the ship caused by stress concentration of the bilge keel unit 100, so as to ensure the connection reliability between the first deformable region 103 of the bilge keel unit 100 and the outer plate 200 of the ship. It is also worth noting that since the problem of stress concentration at the connection part between the bilge keel unit 100 and the outer plate 200 of the ship is solved, the fatigue life of the bilge keel unit 100 is also improved.

[0059] Refer to Figure 2 As shown, in some embodiments of the present application, the discharge edge 1 further includes a first straight segment 13, and the first straight segment 13 is connected between the outer plate 200 of the ship and the concave edge segment 11. This makes the minimum dimension of the first deformable region 103 in the width direction of the bilge keel unit 100 greater than zero. For example, when the bilge keel unit 100 is assembled to the outer plate 200 of the ship by welding, the width of the weld is ensured. It is worth noting that the connection part between the first straight segment 13 and the oblique straight segment 111 in the concave edge segment 11 is rounded to reduce the risk of stress concentration at the connection part between the first straight segment 13 and the oblique straight segment 111.

[0060] Refer to Figure 2 As shown, in some embodiments of the present application, the discharge edge 1 further includes a second straight segment 14, and the second straight segment 14 is connected between the concave edge segment 11 and the parallel straight segment 12, and the second straight segment 14 is perpendicular to the parallel straight segment 12. A flat angle is formed at the connection part between the parallel straight segment 12 and the concave edge segment 11 to avoid forming a sharp angle in this area. Thereby reducing the risk of stress concentration in this area (i.e., the connection part between the parallel straight segment 12 and the concave edge segment 11). It is worth noting that both ends of the second straight segment 14 are rounded at the connection parts with the parallel straight segment 12 and the concave edge segment 11 respectively.

[0061] Refer to Figure 1As shown, in some embodiments of the present application, in the bilge keel assembly, the bilge keel unit 100 located at the bow end and / or at the stern end is provided with an inclination elimination portion 2. It can be understood that one of the bilge keel units 100 located at the bow end and the bilge keel unit 100 located at the stern end is provided with the inclination elimination portion 2, or both the bilge keel unit 100 located at the bow end and the bilge keel unit 100 located at the stern end are provided with the inclination elimination portion 2. It should be further understood that the bilge keel unit 100 located at the bow end is the bilge keel unit 100 disposed near the front end of the ship in the bilge keel assembly. The bilge keel unit 100 located at the stern end is the bilge keel unit 100 disposed near the rear end of the ship in the bilge keel assembly. Along the length direction of the bilge keel unit 100, the inclination elimination portion 2 is the end portion of the bilge keel unit 100 far from the first pressure reduction space 102. In this way, during the navigation of the ship, the resistance of the ship against water is reduced.

[0062] In some embodiments of the present application, refer to Figure 5 As shown, Figure 5 is Figure 1 the enlarged view at B in Figure 5 showing a partial enlarged view of the bilge keel unit 100 located at the bow end. The inclination elimination edge 21 of the inclination elimination portion 2 has an inclination elimination concave section 22, and the inclination elimination concave section 22 is recessed towards the inside of the inclination elimination portion 2 to define a second pressure reduction space 104. At least a part of the area of the inclination elimination portion 2 close to the second pressure reduction space 104 is a second deformable region 105. In this way, the second deformable region 105 has a certain flexibility. Due to the certain flexibility of the second deformable region 105, it can better adapt to the deformation of the adjacent structure under different working conditions. During the navigation of the ship, the hull of the ship will deform due to factors such as the action of waves and the bending deformation of the hull.

[0063] In addition, in combination with Figure 6 As shown, Figure 6 showing the stress analysis diagram of the second deformable region 105 in the bilge keel assembly. Figure 6 It shows that the stress of the part where the second deformable region 105 is connected to the outer plate 200 of the ship is the smallest. Therefore, according to the bilge keel unit 100 of the present application, the stress of the part where the second deformable region 105 is connected to the outer plate 200 of the ship can be effectively controlled, ensuring the connection reliability between the second deformable region 105 in the bilge keel unit 100 and the outer plate 200 of the ship. It is also worth noting that since the problem of stress concentration in the second deformable region 105 is solved, the fatigue life of the bilge keel unit 100 is further improved.

[0064] In some embodiments of the present application, the bilge keel unit 100 includes a first plate portion and a second plate portion connected by lapping, wherein the first pressure reduction space 102 is provided in the first plate portion. For example, the first plate portion is a flat bar, and the second plate portion is a bulb flat bar. The bulb flat bar can be fixed to the flat bar in a lapping assembly form. It should be understood that the bulb flat bar has good bending resistance. The cross-sectional shape of the bulb flat bar enables it to perform excellently in resisting lateral bending forces. When the ship sails in waves and is subjected to lateral hydrodynamic forces, the bulb flat bar can effectively disperse stress and prevent the structure of the bilge keel unit 100 from being damaged due to excessive bending. The flat bar can provide good tensile and compressive strength in the plane. The combination of the two gives full play to the bending resistance advantage of the bulb flat bar and the in-plane strength advantage of the flat bar, enhancing the overall structural strength of the bilge keel unit 100.

[0065] For a ship according to some embodiments of the present application, the ship includes a hull body and at least one set of bilge keel assemblies, and the bilge keel assemblies are assembled to the outer plate 200 of the hull body. It should be noted that in the bilge keel assemblies of the present application, the bilge keel unit 100 is provided with a first pressure reduction space 102 communicating with the drainage space 101, and at least a part of the area of the bilge keel unit 100 close to the first pressure reduction space 102 is a first deformable area 103. This makes the total area of the bilge keel assemblies large, so that the ship equipped with the bilge keel assemblies of the present application has strong anti-yaw ability and effectively suppresses the rolling motion of the ship. In addition, the connection reliability between the bilge keel assemblies and the outer plate 200 of the ship is high, ensuring that the bilge keel assemblies are reliably assembled to the outer plate 200 of the ship, avoiding the risk of separation between the bilge keel assemblies and the outer plate 200 of the ship, and ensuring the effectiveness of the bilge keel assemblies.

[0066] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered to be within the scope described in this specification.

[0067] The above-described embodiments only represent several implementation manners of the present application, and the description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several deformations and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A bilge keel assembly applied to a ship, the bilge keel assembly being assembled along the length direction of the ship on the outer plate (200) of the ship, characterized in that, Comprising: A plurality of bilge keel units (100), along the extension direction of the bilge keel assembly, the discharge edges (1) of two adjacent bilge keel units (100) are spaced apart from each other to form a discharge space (101), the bilge keel unit (100) is provided with a first pressure reduction space (102) along the discharge edge (1), and the first pressure reduction space (102) communicates with the discharge space (101); At least a part of the area of the bilge keel unit (100) close to the first pressure reduction space (102) is a first deformable area (103).

2. The bilge keel assembly applied to a ship according to claim 1, wherein The discharge edge (1) includes an adjacent concave edge segment (11) and a parallel straight segment (12), wherein the concave edge segment (11) is arranged on the side of the parallel straight segment (12) close to the outer plate (200).

3. The bilge keel assembly applied to a ship according to claim 2, wherein The concave edge segment (11) includes a slant straight segment (111), a parametric curve segment (112) and an arc curve segment (113) connected in sequence, wherein the slant straight segment (111) is arranged on the side close to the outer plate (200).

4. The bilge keel assembly applied to a ship according to claim 2, characterized in that, The discharge edge (1) further includes a first straight segment (13), and the first straight segment (13) is connected between the outer plate (200) and the concave edge segment (11).

5. The bilge keel assembly applied to a ship according to claim 2, characterized in that, The discharge edge (1) further includes a second straight segment (14), the second straight segment (14) is connected between the concave edge segment (11) and the parallel straight segment (12), and the second straight segment (14) is perpendicular to the parallel straight segment (12).

6. The bilge keel assembly applied to a ship according to claim 2, characterized in that The concave edge segment (11) satisfies the fairing condition.

7. The bilge keel assembly applied to a ship according to any one of claims 1 to 5, characterized in that, In the bilge keel assembly, the bilge keel unit (100) located at the bow end and / or at the stern end is provided with a bevel elimination part (2), along the length direction of the bilge keel unit (100), the bevel elimination part (2) is the end of the bilge keel unit (100) far from the first pressure reduction space (102).

8. The bilge keel assembly applied to a ship according to claim 7, characterized in that, The bevel elimination edge (21) of the bevel elimination part (2) has a bevel elimination concave segment (22), the bevel elimination concave segment (22) is recessed towards the inside of the bevel elimination part (2) to define a second pressure reduction space (104), and at least a part of the area of the bevel elimination part (2) close to the second pressure reduction space (104) is a second deformable area (105).

9. The bilge keel assembly applied to a ship according to any one of claims 1 to 5, characterized in that, The bilge keel unit (100) includes a first plate part and a second plate part connected by lapping, wherein the first pressure reduction space (102) is arranged on the first plate part.

10. A ship, characterized in that, Comprising: A hull body; The bilge keel assembly according to any one of claims 1 to 9, the bilge keel assembly is assembled on the outer plate (200) of the hull body.

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