Integral air resistance-reducing and energy-saving superstructure and ship

Abstract

The invention provides an integral type air resistance-reducing energy-saving superstructure and a ship, the integral type air resistance-reducing energy-saving superstructure comprises an engine room, a chimney, a cab and a plurality of layers of cabins, the engine room and the plurality of layers of cabins are arranged on a main deck of the ship, the chimney is arranged on the upper side of the engine room, a driving deck is arranged on the upper side of the plurality of layers of cabins, and the chimney is arranged on the lower side of the cabin. The cab is arranged on the driving deck; a flow guide front wall, a flow guide side wall and a flow guide rear wall are arranged between the driving deck and the main deck, and the flow guide front wall, the flow guide side wall and the flow guide rear wall wrap the peripheral side of the superstructure between the driving deck and the main deck. According to the integral air resistance-reducing and energy-saving superstructure and the ship, the superstructure above the main deck is integrally and optimally arranged to form an integral structure, and the integral air resistance is reduced through aerodynamic optimization.

Description

Technical Field

[0001] The present invention relates to the field of shipbuilding, and in particular to an integral air drag-reducing and energy-saving superstructure and a ship. Background Art

[0002] The engine room and superstructure of a conventional ocean-going vessel are located at the stern, with the wheelhouse at the very top. A separate funnel is located aft of the superstructure, typically higher than the compass deck above the wheelhouse. A conventional handysize vessel, with a beam typically no greater than 32.26 meters, houses approximately 24 to 26 crew members on its superstructure, along with living, office, and leisure accommodations.

[0003] The superstructure of ships in the prior art has the following defects:

[0004] 1. Superstructure: From the side, the chimney, located above the aft engine room canopy and completely separated from the forward living quarters, typically extends from the first upper deck all the way to the top. Because the chimney has no supporting structure around it and is quite high, it is often constructed to be very strong and heavy to prevent vibration.

[0005] 2. The main body of the living quarters above a conventional superstructure is a cubical structure. When the ship is sailing, the front wall often presents a very large windward surface, resulting in significant air resistance. The rear end of the living quarters is also a very large flat surface, separated from the chimney by a space. When the ship is sailing, air often flows from behind the front wall and is diverted at high speed along the side walls, causing localized pressure drops at the sides and rear end. This leads to backflow near the side and rear walls, causing localized vortices, consuming significant energy, and resulting in significant air resistance.

[0006] 3. Engine room fans are installed on both sides of the chimney above the cabin canopy at the rear of the superstructure to continuously supply fresh air to the cabin. Conventional superstructure layouts place fans near the cabin air inlet, which is affected by local vortices and creates turbulent airflow, affecting fan efficiency. The uneven airflow also generates significant noise.

[0007] 4. The wing bridges on both wings of the superstructure's driving deck are supported by a very large triangular structure extending from the side wall of the superstructure. The structure is heavy and has large wind resistance.

[0008] 5. Currently, many superstructure wind resistance optimizations mainly focus on the front wall of the superstructure, and rarely see optimization as a whole. Therefore, the effect of reducing air resistance is very limited. Summary of the Invention

[0009] In view of the above-mentioned shortcomings of the prior art, the purpose of the present invention is to provide an integrated air drag reduction and energy-saving superstructure and ship, which is used to solve the problem in the prior art that the superstructure of the ship is subject to large wind resistance and the effect of reducing air resistance is very limited.

[0010] To achieve the above-mentioned objectives and other related objectives, the present invention provides an integrated air drag-reducing and energy-saving superstructure, comprising a cabin shed, a chimney, a cab, and several layers of cabins, wherein the cabin shed and the several layers of cabins are all arranged on the main deck of the ship, the chimney is arranged on the upper side of the cabin shed, the upper side of the several layers of cabins is provided with a driving deck, and the cab is arranged on the driving deck; a guide front wall, a guide side wall, and a guide rear wall are arranged between the driving deck and the main deck, and the guide front wall, the guide side wall, and the guide rear wall are wrapped around the outer periphery of the superstructure between the driving deck and the main deck.

[0011] Preferably, the guide front wall is in a multi-angle form; the guide front wall includes several guide main front walls and several guide side front angles, and the guide side front angles are arranged between the guide main front wall and the guide side wall; and angles are formed between adjacent guide main front walls.

[0012] Preferably, the main front walls of the guide are formed with folded corners or rounded corners.

[0013] Preferably, the front angle of the guide side is a folded angle or a rounded angle.

[0014] Preferably, a guide side rear wall is further provided between the guide side wall and the guide rear wall, and the guide side rear wall is in a multi-angle form.

[0015] Preferably, among the several layers of cabins, the size of the cabins close to the main deck is larger than the size of the cabins far away from the main deck; exposed local small platforms are also provided between the several layers of cabins; and beveled walls for transition are also provided between the vertical walls and the deck / local small platforms.

[0016] Preferably, the top of the chimney protrudes from the driving deck; the portion of the chimney below the driving deck is wrapped by the guide side rear wall; the portion of the chimney above the driving deck is located at the rear side of the cab, and there is a gap between the chimney and the cab.

[0017] Preferably, the outer peripheral surface of the chimney that is higher than the driving deck is a multi-angle surface or a rounded surface.

[0018] Preferably, it further includes a wing bridge, the number of which is two, one end of the wing bridge is connected to the driving deck, and the other end extends in the width direction of the ship; a wing bridge support frame is also provided between the wing bridge and the guide side wall.

[0019] Preferably, the width of the superstructure is less than half the width of the ship.

[0020] To achieve the above-mentioned purpose or other purposes, the present invention further discloses a ship, comprising a main hull and a main deck; the above-mentioned integrated air drag reduction and energy-saving superstructure is provided on the main deck.

[0021] As described above, the integrated air drag reduction and energy-saving superstructure and ship according to the present invention have the following beneficial effects:

[0022] 1. The integrated air drag-reducing and energy-saving superstructure and vessel of the present invention optimize the overall arrangement of the superstructure above the main deck to form an integrated structure, thereby reducing the overall air resistance through aerodynamic optimization.

[0023] 2. The integrated air drag reduction and energy-saving superstructure and ship involved in the present invention have a guide front wall that adopts multiple inclined surfaces to reduce the wind pressure on the windward side, thereby reducing the air resistance.

[0024] 3. The integrated air drag reduction and energy-saving superstructure and ship involved in the present invention are further provided with a guide side rear wall between the guide side wall and the guide rear wall. The guide side rear wall is in a multi-angle form, which reduces the vortex turbulence during the backward transmission of the airflow, thereby reducing the air resistance.

[0025] 4. The integrated air drag-reducing and energy-saving superstructure and vessel of the present invention, when transitioning from a lower, larger cabin to an upper, smaller cabin, uses a beveled wall transition, avoiding the previous transition method of using excessively large and numerous platforms, reducing vortex turbulence during air flow and thereby reducing air resistance.

[0026] 5. In the integrated air drag reduction and energy-saving superstructure and ship of the present invention, the cabin fan is arranged in an area where the airflow flows evenly, so that the air intake of the fan is uniform and stable, and the noise is reduced.

[0027] 6. In the integrated air drag-reducing and energy-saving superstructure and vessel of the present invention, the chimney is separated from the superstructure above the bridge deck, which reduces the weight of the chimney supporting structure and avoids the shaking problem caused by the tall chimney.

[0028] 7. The present invention relates to an integral air drag-reducing and energy-saving superstructure and a ship, wherein the wing bridge is supported by a wing bridge support frame, which is composed of a truss composed of circular tubes, thereby greatly reducing the supporting weight and also greatly reducing the wind resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a spatial schematic diagram of the integrated air drag reduction and energy-saving superstructure according to the present invention;

[0030] Figure 2This is a front view of the integrated air drag reduction and energy-saving superstructure according to the present invention;

[0031] Figure 3 It is a side view of the integrated air drag reduction and energy-saving superstructure according to the present invention;

[0032] Figure 4 A top view of the integrated air drag reduction and energy-saving superstructure according to the present invention;

[0033] Figure 5 The velocity field distribution of the traditional structure when the wind speed is 0.

[0034] Figure 6 The velocity field distribution of the upper structure in the present invention when the wind speed is 0.

[0035] Figure 7 This is the velocity field distribution of the traditional structure when the wind speed is 6.

[0036] Figure 8 This is the velocity field distribution of the upper structure in the present invention when the wind speed is 6 Pu'er.

[0037] Description of reference numerals:

[0038] 1. Main hull; 101. Main deck; 2. Superstructure; 201. Navigation cab; 202. Navigation deck; 203. Wing bridge; 2031. Wing bridge support frame; 204. Diversion side wall; 205. Diversion main front wall; 2051. Diversion side front angle; 206. Diversion side rear wall; 207. Beveled wall; 208. Diversion rear wall; 209. Local small platform; 3. Chimney; 4. Engine room fan. DETAILED DESCRIPTION

[0039] The following describes the implementation of the present invention through specific embodiments. People skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0040] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention. Therefore, they have no substantial technical significance. Any modification of the structure, change in the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the efficacy and purpose that can be achieved by the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description and are not used to limit the scope of the implementation of the present invention. Changes or adjustments in their relative relationships should also be regarded as the scope of the implementation of the present invention without substantially changing the technical content.

[0041] like Figures 1-4 As shown, the present invention provides an integrated air drag reduction and energy-saving superstructure, including a cabin shed, a chimney 3, a cab 201, and several layers of cabins. The cabin shed and the several layers of cabins are all arranged on the main deck 101 of the ship, the chimney 3 is arranged on the upper side of the cabin shed, the upper side of the several layers of cabins is provided with a driving deck 202, and the cab 201 is arranged on the driving deck 202; a guide front wall, a guide side wall 204, and a guide rear wall 208 are arranged between the driving deck 202 and the main deck 101, and the guide front wall, the guide side wall 204, and the guide rear wall 208 are wrapped around the outer periphery of the superstructure 2 between the driving deck 202 and the main deck 101.

[0042] The integrated air drag-reducing and energy-saving superstructure involved in the present invention has a guide front wall, a guide side wall 204, and a guide rear wall 208 arranged between the driving deck 202 and the main deck 101. The guide front wall, the guide side wall 204, and the guide rear wall 208 cooperate with each other to wrap around the outer periphery of the superstructure 2, thus solving the problem that most of the existing technologies only focus on optimizing the wind resistance of the superstructure front wall and have very limited effect in reducing air resistance.

[0043] Preferably, Figures 1-4 As shown, the guide front wall is in a multi-angle form; the guide front wall includes several guide main front walls 205 and several guide side front corners 2051, and the guide side front corners 2051 are arranged between the guide main front wall 205 and the guide side wall 204; angles or rounded corners are formed between adjacent guide main front walls 205.

[0044] In this embodiment, there are four main guide front walls 205 and two side guide front corners 2051. The four main guide front walls 205 are arranged in pairs, symmetrically on either side of the centerline of the upper structure 2. The two side guide front corners 2051 are also symmetrically located on either side of the centerline of the upper structure 2. Adjacent main guide front walls 205 form angled or rounded corners. This minimizes the wind's pressure on the front, according to aerodynamic analysis, and allows air to flow through the main guide front walls 205 and the side guide front corners 2051 toward both sides of the upper structure 2, reducing air resistance.

[0045] Preferably, Figures 1-4 As shown, the guide side front corner 2051 is a folded angle or a rounded corner. Furthermore, a folded angle or a rounded corner is also formed between the guide main front wall 205 and the guide side front corner 2051. In this embodiment, the connection between the guide main front wall 205 and the guide side front corner 2051 is formed into a folded angle or a rounded corner. When the guide front wall is subject to oncoming wind resistance, the oncoming wind resistance can be quickly broken. By using the folded angle or the rounded corner, the oncoming wind resistance is diverted to the sides, thereby reducing air resistance.

[0046] Preferably, Figure 1 、 Figure 4 As shown, a guide side rear wall 206 is provided between the guide side wall 204 and the guide rear wall 208. The guide side rear wall 206 has a multi-angle shape. In this embodiment, the provision of the guide side rear wall 206 and its multi-angle shape reduce vortex turbulence generated by the wind flowing through both sides during the backward transmission process, thereby reducing vortices caused by sudden changes in state when the wind moves from the guide side wall 204 to the guide rear wall 208 in conventional superstructure 2.

[0047] Preferably, Figure 3 As shown, among the several layers of cabins, those closer to the main deck 101 are larger than those farther from it. Beveled walls 207 are also provided between adjacent layers of cabins to serve as transitions. Exposed local platforms 209 are also provided between the several layers of cabins. The beveled walls 207 also serve to connect the vertical walls and the deck / local platforms 209. The number of local platforms 209 should be minimized. In this embodiment, vertical walls are defined as walls perpendicular to the deck, such as the diversion side walls 204 and the diversion rear wall 208.

[0048] In this embodiment, the lower compartments are larger than the upper compartments. Beveled walls 207 are used on the side and rear walls of the compartments to transition from bottom to top, connecting adjacent compartments. This effectively avoids the vortex turbulence caused by the overly large and multi-platform transitions used in the prior art, reducing air resistance. Beveled walls 207 wrap upwards and converge onto the cockpit deck 202.

[0049] Furthermore, in this embodiment, a cabin fan 4 is provided within the superstructure 2 to ensure air flow within the cabin canopy. The cabin fan 4 is positioned on a small, localized platform 209 of the chamfered enclosure 207. This placement of the cabin fan 4 in an area with uniform airflow ensures uniform and stable airflow, reducing noise. The chamfered enclosure 207 can be configured as either a closed or open structure, depending on actual layout requirements.

[0050] Preferably, Figure 1-Figure 3 As shown, the top of the chimney 3 protrudes from the driving deck 202; the part of the chimney 3 below the driving deck 202 is wrapped by the guide side rear wall 206 and the beveled surrounding wall 207; the part of the chimney 3 above the driving deck 202 is located at the rear side of the cab 201, and there is a gap between the chimney 3 and the cab 201.

[0051] In this embodiment, the portion of the chimney 3 below the driving deck 202 is wrapped by the guide side rear wall 206 and the beveled surrounding wall 207, that is, the chimney 3 and several layers of cabins form a whole. On the one hand, the chimney 3 is separated from the superstructure 2 only above the driving deck 202, which reduces the weight of the chimney 3 supporting structure and avoids the shaking problem caused by the towering form of the chimney 3; on the other hand, it avoids the existence of a gap between the portion of the chimney 3 below the driving deck 202 and the cabin, avoiding the vortex turbulence problem existing in the gap in the prior art.

[0052] Preferably, Figures 1-4 As shown, the outer peripheral surface of the chimney 3 above the bridge deck 202 is a multi-angled or rounded surface. In this embodiment, there is a gap between the chimney 3 above the bridge deck 202 and the cab 201. To reduce the vortex turbulence caused by this gap, the front end of the chimney 3 is configured as a multi-angled or rounded surface, effectively reducing headwind resistance.

[0053] Preferably, Figures 1-4 As shown, the superstructure 2 also includes a wing bridge 203, there are two wing bridges 203, one end of the wing bridge 203 is connected to the driving deck 202, and the other end extends in the width direction of the ship; a wing bridge support frame 2031 is also provided between the wing bridge 203 and the guide side wall 204.

[0054] In this embodiment, the wing bridge support frame 2031 is a truss structure composed of circular tubes, which is used to support the weight of the wing bridge 203, greatly reducing the weight of the support component and also greatly reducing wind resistance.

[0055] Preferably, in this embodiment, the width of the superstructure 2 is less than half the width of the ship, which is reduced compared to a conventional superstructure 2 .

[0056] To achieve the above purpose or other purposes, the present invention further discloses a ship, comprising a main hull 1 and a main deck 101; the main deck 101 is provided with the above-mentioned integrated air drag reduction and energy-saving superstructure.

[0057] In order to verify the drag reduction and energy saving performance of the integrated air drag reduction superstructure and the ship involved in the present invention, CFD software is used to simulate and compare the wind resistance and velocity line integral volume distribution of the traditional superstructure 2 and the superstructure 2 of the present application.

[0058] The calculation comparison table of wind resistance of different superstructures 2 is as follows:

[0059]

[0060] In the above table, the speed of the first working condition is 13.5knt, the external true wind speed is 0knt (no wind), at this time, the wind resistance of the conventional upper structure 2 is 10.05kN, while the wind resistance of the upper structure 2 of the present application is 6.51kN, and the wind resistance reduction ratio is 32.2%. The speed of the second working condition is 13.5knt, the external true wind speed is 13.5knt, and the wind direction is blowing from the bow directly in front (Beacon 4 headwind, Beacon 2 headwind speed is 5knt, and Beacon 3 headwind speed is 8knt). At this time, the wind resistance of the conventional upper structure 2 is 38.66kN, while the wind resistance of the upper structure 2 of the present application is 25.20kN, and the wind resistance reduction ratio is 34.8%.

[0061] When the ship speed is 13.5knt and the external true wind speed is Puerto Rico 0, the velocity line integral volume distribution is on the plane at half the height of the superstructure. The velocity field distribution of the traditional superstructure 2 is Figure 5 , the velocity field distribution of the upper structure 2 of this application is Figure 6 .

[0062] When the ship's speed is 13.5 knt, the outside true wind speed is Puerto Rico 6, and the wind direction is from the front to the wind, the velocity line integral volume distribution is on the plane at half the height of the superstructure. The velocity field distribution of the traditional superstructure 2 is Figure 7 , the velocity field distribution of the upper structure 2 of this application is Figure 8 .

[0063] From the above Figure 5-Figure 8 As shown, after adopting the upper building structure 2 of the present application, the vortex area generated backward is significantly smaller than the vortex area generated backward by the traditional upper building, that is, the drag reduction and energy saving effect of the upper building structure 2 in the present application is more obvious.

[0064] The integrated air drag reduction and energy-saving superstructure and ship according to the present invention have the following beneficial effects:

[0065] 1. The present invention reduces the overall wind resistance of the superstructure 2 by optimizing the design of the superstructure 2 in an integrated manner, reducing the main width of the superstructure 2 and adopting multiple angled surfaces, inclined surfaces, and rounded corners.

[0066] 2. The present invention reduces the vortex around the upper structure 2 through the integrated optimization design of the upper structure 2, thereby achieving the effect of reducing wind resistance and homogenizing the flow field.

[0067] 3. The present invention not only configures the guide front wall and the guide rear wall 208 as multi-angle surfaces, but also configures the transitions between several layers of cabins as beveled multi-angle surfaces, which can effectively reduce wind resistance.

[0068] 4. The present invention wraps the chimney 3 with the cabin or living area as much as possible to form a whole, thereby expanding the internal space and reducing the weight of the supporting structure of the chimney 3.

[0069] 5. The present invention adopts a truss structure composed of circular tubes to support the wing bridge 203, which reduces the support weight and also reduces wind resistance.

[0070] Therefore, the present invention effectively overcomes various shortcomings of the prior art and has high industrial utilization value.

[0071] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. An integrated air drag reduction and energy-saving superstructure, characterized by: The invention comprises a cabin shed, a chimney (3), a driving cabin (201), and several layers of cabins, wherein the cabin shed and the several layers of cabins are all arranged on the main deck (101) of the ship, the chimney (3) is arranged on the upper side of the cabin shed, a driving deck (202) is arranged on the upper side of the several layers of cabins, and the driving cabin (201) is arranged on the driving deck (202); a guide front wall, a guide side wall (204), and a guide rear wall (208) are arranged between the driving deck (202) and the main deck (101), and the guide front wall, the guide side wall (204), and the guide rear wall (208) are wrapped around the outer peripheral side of the superstructure (2) between the driving deck (202) and the main deck (101).

2. The integrated air drag reduction and energy-saving superstructure according to claim 1 is characterized by: The guide front wall is in a multi-angle form; the guide front wall comprises a plurality of guide main front walls (205) and a plurality of guide side front corners (2051); the guide side front corners (2051) are arranged between the guide main front wall (205) and the guide side wall (204); and adjacent guide main front walls (205) form angled corners or rounded corners.

3. The integrated air drag reduction and energy-saving superstructure according to claim 2 is characterized in that: The front angle (2051) of the guide side is in the form of a folded angle or a rounded angle.

4. The integrated air drag reduction and energy-saving superstructure according to claim 1 is characterized in that: A flow-guiding side rear wall (206) is further provided between the flow-guiding side wall (204) and the flow-guiding rear wall (208), and the flow-guiding side rear wall (206) is in a multi-angle form.

5. The integrated air drag reduction and energy-saving superstructure according to claim 1 is characterized in that: Among the several layers of cabins, the size of the cabins close to the main deck (101) is larger than the size of the cabins far away from the main deck (101); exposed local small platforms (209) are also provided between the several layers of cabins; and a beveled wall (207) for transition is also provided between the vertical wall and the local small platform (209).

6. The integrated air drag reduction and energy-saving superstructure according to claim 4 is characterized in that: The top end of the chimney (3) protrudes from the driving deck (202); the portion of the chimney (3) below the driving deck (202) is wrapped by the guide side rear wall (206); the portion of the chimney (3) above the driving deck (202) is located at the rear side of the cab (201), and a gap exists between the chimney (3) and the cab (201).

7. The integrated air drag reduction and energy-saving superstructure according to claim 6 is characterized in that: The outer peripheral surface of the chimney (3) which is higher than the driving deck (202) is a multi-angle surface or a rounded surface.

8. The integrated air drag reduction and energy-saving superstructure according to claim 1 is characterized in that: The invention also includes a wing bridge (203), wherein the number of the wing bridge (203) is two, one end of the wing bridge (203) is connected to the driving deck (202), and the other end extends in the width direction of the ship; and a wing bridge support frame (2031) is further provided between the wing bridge (203) and the guide side wall (204).

9. The integrated air drag reduction and energy-saving superstructure according to claim 1 is characterized in that: The width of the superstructure (2) is less than half the width of the ship.

10. A ship, comprising a main hull (1) and a main deck (101); characterized in that: The main deck (101) is provided with an integrated air drag reduction and energy-saving superstructure structure according to any one of claims 1 to 9.

Images