Positional polar vessels with stern-mounted icebreaking and ice-removing structures

Abstract

This application belongs to the field of marine technology and discloses a polar vessel with a stern-oriented icebreaking and ice-removing structure, including a hull, an ice-removing component, and a rudder. The width of the hull is B. The ice-removing component is fixed to the bottom surface of the stern. The outer surface of the ice-removing component is entirely curved, with a radius of curvature R1 of 0.20B to 0.80B in the length direction and a radius of curvature R2 in the width direction. The ratio between R1 and R2 is 2 to 8. The large curvature of the outer surface results in a small contact area with the ice fragments, making it difficult for the ice fragments to form a stable attachment relationship with the curved surface. As a result, under hydrodynamic action, ice fragments at different positions on the curved surface will slide away quickly to different positions, avoiding the accumulation of ice fragments on the inner side above the rudder and improving the safety of the vessel's navigation. The rudder extends along the height direction of the vessel, and its upper end is swayably mounted on the bottom surface of the ice-removing component and located at the end of the ice-removing component closer to the bow in the length direction, so that the ice-removing component plays a protective role for the rudder.

Description

Technical Field

[0001] This application relates to the field of ship technology, specifically to a polar vessel with a stern-oriented icebreaking and ice-removing structure. Background Technology

[0002] For safety reasons, ships navigating in polar regions need to have a certain stern-direction icebreaking capability. The design of the icebreaking structure also differs for polar ships with different propulsion methods.

[0003] In related technologies, for podded propulsion polar vessels, icebreaking and ice removal are achieved by altering the stern hull shape. Specifically, a sudden change in the stern hull shape divides the stern cross-section into three regions: the central concave section guides water flow longitudinally along the hull bottom, creating a uniform flow field environment; the slightly convex sections on both sides guide ice fragments to drift outwards. This sudden change in hull shape reduces icebreaking load, decreases ice fragment size, and provides additional auxiliary icebreaking effects. However, this icebreaking design is prone to problems when applied to propeller-propelled polar vessels. On one hand, because the ice fragments at the stern slide to the sides under the influence of the slightly convex ice removal surface, they easily come into contact with the inner surface above the rudder. On the other hand, the rudder chord is relatively large, while the camber is relatively small, so it can be approximated as a plane along the length of the vessel. The contact between the plane and the ice fragments is mostly a "line-to-point" or "line-to-line" contact. "Line-to-line" contact often has a large contact area and easily forms parallel opposite sides. This type of contact is relatively stable and, once formed, is not easily broken, similar to the force chain phenomenon commonly found in ice fragments. Ice fragments gradually adhere to and accumulate near the rudder, eventually generating a large ice load and endangering the safety of the rudder.

[0004] In related technologies, for propeller-driven polar vessels, an icebreaking structure is installed at the stern. In the fore-and-aft direction, the icebreaking structure is located behind the propeller and aligned with it. Designing a larger icebreaking structure can significantly improve the vessel's stern-direction icebreaking capability while reducing power consumption. However, while this icebreaking design is suitable for heavy-load polar vessels such as oil tankers or bulk carriers, as the icebreaking structure can meet the icebreaking needs under both full-load and ballast conditions with significant draft differences, and simultaneously prevent excessive ice load on the rudder, it is unsuitable for stationary polar vessels, such as container ships. This is because the draft difference between full-load and ballast conditions is minimal in stationary polar vessels, rendering the icebreaking structure ineffective and potentially counterproductive. Furthermore, since stationary polar vessels have relatively small drafts, aligning the propeller and icebreaking structure in a straight line results in insufficient space in the propeller's height direction, making it impossible to install a propeller that matches the propulsion power.

[0005] In related technologies, for polar vessels with a fixed deployment position, the propulsion method can be either pod propulsion or propeller propulsion. However, the above two icebreaking structures cannot be effectively applied to polar vessels with a fixed deployment position. Therefore, it is necessary to design an icebreaking structure that can be applied to polar vessels with a fixed deployment position. Summary of the Invention

[0006] The purpose of this application is to solve or at least alleviate some or all of the aforementioned problems. Therefore, the purpose of this application is to provide a polar vessel with a stern-oriented icebreaking and de-icing structure, which has good icebreaking and de-icing effects, and can also provide effective protection above the rudder, reducing the ice load on the rudder.

[0007] To achieve the above objectives, this application adopts the following technical solution:

[0008] In a first aspect, this application provides a positioning polar vessel with a stern-oriented icebreaking and ice-removing structure, comprising:

[0009] The hull, including the stern, has a width dimension of B;

[0010] An ice-clearing component is fixed to the bottom surface of the stern. The outer surface of the ice-clearing component is entirely curved, and the radius of curvature of the outer surface of the ice-clearing component in the length direction is R1, and the radius of curvature of the outer surface of the ice-clearing component in the width direction is R2. The range of R1 is 0.20B to 0.80B, and the ratio between R1 and R2 is 2 to 8.

[0011] The rudder extends along the height of the ship and its upper end is pivotally mounted on the bottom surface of the ice-clearing component, located at the end of the ice-clearing component closer to the bow in the length direction of the ship.

[0012] As an optional arrangement for the aforementioned polar vessel, two ice-clearing components are symmetrically arranged on the bottom surface of the stern with the centerline in the width direction as the center, and the rudder is installed on the bottom surface of each ice-clearing component.

[0013] As an alternative to the aforementioned arrangement of polar vessels, the distance between the two ice-clearing components gradually increases from the stern to the bow.

[0014] As an optional configuration for the aforementioned polar vessel, the shape of the ice-clearing component in its bottom view is an axisymmetric figure, and the angle γ between the center line of symmetry in the width direction and the center line in the width direction of the ice-clearing component in its bottom view ranges from 10° to 15°.

[0015] As an optional configuration for the aforementioned polar vessel, the maximum distance L3 between the outline of the ice-clearing component in its bottom view and the centerline in the beam direction ranges from 0.25B to 0.4B; and / or

[0016] The minimum distance L2 between the outline of the ice-clearing component in the bottom view and the centerline in the width direction of the ship ranges from 0.10B to 0.20B.

[0017] As an alternative to the aforementioned arrangement of polar vessels, the shape of the rudder's bottom view is an axisymmetric figure, and the center line of symmetry of the rudder's bottom view in the beam direction is parallel to the center line in the beam direction.

[0018] As an optional configuration for the aforementioned polar vessel, the chord length of the rudder is C, and the minimum distance L4 between the outline of the rudder in its bottom view and the outline of the ice-clearing component in its bottom view ranges from 0.1C to 0.2C; and / or

[0019] The maximum distance L5 between the outline of the rudder in its bottom view and the outline of the ice-removing component in its bottom view ranges from 0.8C to 1.2C.

[0020] As an alternative to the aforementioned arrangement of polar vessels, the bottom surface of the stern is a V-shaped axisymmetric curved surface that slopes upward from the bow to the stern, and the axis of symmetry of the bottom surface of the stern coincides with the centerline in the beam direction.

[0021] As an alternative to the aforementioned deployment of polar vessels, R2 ranges from 0.025B to 0.40B.

[0022] As an alternative to the aforementioned deployment of polar vessels, R2 ranges from 0.05B ​​to 0.20B; or

[0023] The range of R2 is from 0.10B to 0.40B; or

[0024] The range of R2 is from 0.025B to 0.10B.

[0025] The beneficial effects of this application are as follows:

[0026] The polar vessel with a specific deployment configuration provided in this application includes a hull, an ice-clearing component, and a rudder. The hull has a width dimension of B. The ice-clearing component is fixed to the bottom surface of the stern. The outer surface of the ice-clearing component is entirely curved, with a radius of curvature of R1 in the length direction and R2 in the width direction, ranging from 0.20B to 0.80B. The ratio between R1 and R2 is 2 to 8. The large curvature of the outer surface results in a small contact area with ice fragments, making it difficult for ice fragments to form a stable attachment relationship with the curved surface. As a result, under hydrodynamic action, ice fragments at different positions on the curved surface will slide rapidly to different positions, preventing ice fragments from accumulating on the inner side above the rudder and improving the safety of the vessel's navigation. The rudder extends along the height direction of the vessel, and its upper end is swayably mounted on the bottom surface of the ice-clearing component, located at the end of the ice-clearing component closer to the bow in the length direction of the vessel. This allows the ice-clearing component to protect the rudder, further improving the safety of the vessel's navigation. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this application and these drawings without creative effort.

[0028] Figure 1 This is a partial structural diagram of the hull provided in an embodiment of this application.

[0029] Figure 2 This is a side view of a partial hull structure provided in an embodiment of this application.

[0030] Figure 3 This is a rear view schematic diagram of a partial hull structure provided in an embodiment of this application.

[0031] Figure 4 This is a bottom view of a partial hull structure provided in an embodiment of this application.

[0032] Figure 5 yes Figure 4 A partially enlarged view of the ship's hull from below.

[0033] Figure label:

[0034] 100. Hull; 101. Stern;

[0035] 1. Ice removal components;

[0036] 2. Rudder. Detailed Implementation

[0037] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0038] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0039] In this application, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this application generally indicates that the preceding and following related objects have an "and / or" relationship.

[0040] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0041] In this application, those skilled in the art will understand that relative terms (e.g., “about,” “approximately,” “basically,” etc.) used in conjunction with quantities or conditions are to include the values ​​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 associated with the particular value due to manufacturing, assembly, use, etc. Such terms should also be considered as disclosing a range defined by the absolute values ​​of the two endpoints. Relative terms may refer to a certain percentage (e.g., 1%, 5%, 10% or more) of the indicated value. Numerical values ​​that do not use relative terms should also be disclosed as specific values ​​with tolerances. Furthermore, “basically” when expressing relative angular relationships (e.g., substantially parallel, substantially perpendicular) may refer to a certain degree (e.g., 1 degree, 5 degrees, 10 degrees or more) added to or subtracted from the indicated angle.

[0042] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0043] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0044] like Figure 1 As shown, this application provides a polar vessel with a specific configuration, including a hull 100, an ice-breaking component 1, and a rudder 2. The hull 100 includes a stern 101, which can be used to break ice when sailing stern-wise. The ice-breaking component 1 is fixed to the bottom surface of the stern 101 and can guide ice fragments, preventing ice fragments from accumulating near the stern 101, rudder 2, and propeller, thereby improving the safety of the vessel's navigation. The rudder 2 extends along the height of the vessel, and its upper end is swayably mounted on the bottom surface of the ice-breaking component 1. The rudder 2 can be used to change the vessel's sailing direction during navigation and can also improve the arrangement of the steering gear room, reducing sailing resistance.

[0045] It should be noted that the "breadth direction" mentioned in this application refers to the breadth direction of a ship in the common sense when the ship is sailing, that is, the port and starboard direction of the ship; the "length direction" refers to the length direction of a ship in the common sense when the ship is sailing, that is, the bow and stern direction of the ship; and the "height direction" refers to the height direction of a ship in the common sense when the ship is sailing, that is, the height direction of the ship.

[0046] like Figures 1 to 4 As shown, the rudder 2 is located at the end of the ice-removing component 1 near the bow in the longitudinal direction of the ship. When the ship is sailing in the stern direction, the end of the ice-removing component 1 near the stern contacts the ice fragments before the rudder 2. Under the action of the ice-removing component 1, the ice fragments move outward along the left and right sides of the hull 100, thereby preventing the ice fragments from accumulating above the rudder 2, which can protect the rudder 2 and reduce the ice load on the rudder 2.

[0047] To facilitate the description of the ice removal principle of ice removal component 1, the width dimension of hull 100 is defined as B. The value of B can be designed according to the width dimension of different types of polar vessels in actual situations, and is not restricted here.

[0048] Ice removal component 1 is fixed to the bottom surface of the stern 101. The outer surface of ice removal component 1 is entirely curved. The radius of curvature of the outer surface of ice removal component 1 in the length direction is R1, and the radius of curvature of the outer surface of ice removal component 1 in the width direction is R2. The range of R1 is 0.20B to 0.80B, and the ratio between R1 and R2 is 2 to 8, so that the shape of ice removal component 1 has a bean-shaped curved surface structure. This design results in the entire outer surface of the ice-removing component 1 being a highly curved surface. When any position of the ice-removing component 1 comes into contact with ice fragments, the contact area is only small, and the normal angle of the tangent plane varies. The contact between the curved surface and the ice fragments is more of a "point-to-point" or "point-to-line" contact than a "line-to-point" or "line-to-line" contact similar to a plane. This makes it difficult for the ice fragments to form a stable attachment relationship with the curved surface. As a result, under the action of hydrodynamics, the ice fragments at different positions on the curved surface will slide away quickly to different positions, avoiding the accumulation of ice fragments on the inner side above the rudder, reducing the ice load on the rudder 2 and the stern rudder propeller, and improving the safety of ship navigation.

[0049] Based on the design concept of the large curvature surface of the ice-clearing component 1, the ice-clearing component 1 has a large curvature in the length direction of the ship and an even larger curvature in the width direction. The radius of curvature R2 of the ice-clearing component 1 in the width direction ranges from 0.025B to 0.40B. The smaller the radius of curvature, the larger the curvature, which makes the ice-clearing component 1 more effective in the width direction, facilitating the discharge of ice fragments to both sides and preventing ice fragments from accumulating above the inner side of the stern rudder. When the polar vessel is sailing in the polar stern direction, when ice fragments come into contact with the ice-clearing component 1, it is difficult for the ice fragments to form a stable attachment relationship with the large curvature surface. As the ship continues to sail, under the action of hydrodynamics, the ice fragments will be carried away from the ice-clearing component 1 by the water, thus achieving a good ice-clearing effect and preventing ice fragments from accumulating on the bottom surface of the stern 101.

[0050] It should be noted that the ice-clearing component 1 provided in this application can be used on both propeller-driven and pod-driven polar vessels. Because the difference in draft between fully loaded and ballast states is small for such polar vessels, this icebreaking stern can accommodate stern-side icebreaking capabilities in both states. Therefore, the conventional icebreaking-oriented structure is transformed into an ice-clearing-oriented structure. The large curvature surface makes it difficult for ice fragments to adhere, causing them to quickly slide away in different directions under hydrodynamic forces, thus preventing ice fragments from accumulating on the inner side above the rudder and reducing ice load.

[0051] In one embodiment, R2 ranges from 0.05B ​​to 0.20B, in which case the ratio between R1 and R2 is 4. The value of R2 can be 0.05B, 0.06B, 0.08B, 0.10B, 0.12B, 0.14B, 0.15B, 0.16B, 0.18B, 0.20B, etc., and is not limited here.

[0052] In one embodiment, R2 can also range from 0.10B to 0.40B; in this case, the ratio between R1 and R2 is 2. The value of R2 can be 0.10B, 0.12B, 0.14B, 0.150B, 0.16B, 0.18B, 0.20B, 0.22B, 0.24B, 0.25B, 0.26B, 0.28B, 0.30B, 0.32B, 0.34B, 0.35B, 0.36B, 0.38B, 0.40B, etc., and is not limited here.

[0053] In one embodiment, R2 can also range from 0.025B to 0.10B. In this case, the ratio between R1 and R2 is 8. The value of R2 can be 0.025B, 0.030B, 0.032B, 0.034B, 0.035B, 0.036B, 0.038B, 0.04B, 0.045B, 0.050B, 0.055B, 0.06B, 0.065B, 0.07B, 0.075B, 0.08B, 0.085B, 0.09B, 0.095B, ​​0.01B, etc., and is not limited here.

[0054] It should be noted that, Figures 4 to 5 In this context, the CL line refers to the centerline in the breadth direction of the ship, which is any line in the centerline plane of the ship that is parallel to the horizontal plane.

[0055] Furthermore, the bottom surface of the stern section 101 is a V-shaped axisymmetric curved surface that slopes upward from the bow to the stern, and the axis of symmetry of the bottom surface of the stern section 101 is parallel to the centerline CL in the beam direction (see...). Figures 4 to 5 The design allows the bottom surface of the stern section 101 to have a certain ice-removing effect. When the ship is sailing in the stern direction, the bottom surface of the V-shaped axisymmetric curved surface of the stern section 101, together with the ice-removing component 1, can allow the broken ice to move to the left and right sides of the ship under the action of the bottom surface of the stern section 101, avoiding the accumulation of broken ice in the middle of the bottom surface of the stern section 101.

[0056] like Figure 2 As shown, along the length of the ship, the ice-clearing component 1 is inclined upwards from the bow to the stern, which helps to guide the ice fragments to both sides of the ship and improve the ice-clearing effect. In addition, when the ship is sailing in the stern direction, when the ice fragments move with the ship to the bottom surface of the stern 101, they can slide into the water along the inclined ice-clearing component 1, avoiding accumulation near the stern rudder, and also preventing the propeller from being damaged by the impact of the ice fragments.

[0057] In one embodiment, the angle α between the line connecting the lowest and highest positions of the ice-clearing component 1 and the horizontal plane along the ship's length is less than 30°. This design is more conducive to ice clearing during navigation, preventing ice fragments from accumulating near the stern rudder.

[0058] like Figures 3 to 5 As shown, two ice-removing components 1 are symmetrically arranged on the bottom surface of the stern 101 with the center line CL in the width direction of the ship as the center. Each ice-removing component 1 has a rudder 2 installed on its bottom surface, which makes the force on the hull 100 uniform. The two ice-removing components 1 can further improve the ice removal effect and reduce the accumulation of ice fragments on the bottom surface of the stern 101.

[0059] Furthermore, in the beam direction, the angle β between the line connecting the closest position of the ice-removing component 1 to the centerline CL in the beam direction and the farthest position of the ice-removing component 1 to the horizontal plane is less than 20°. This is beneficial for guiding ice fragments to the outside of the ship, preventing ice fragments from accumulating between the two ice-removing components 1, thereby reducing the impact of ice fragments on the rudder 2 and reducing the ice load on the rudder 2.

[0060] The distance between the two ice-clearing components 1 gradually increases from the stern to the bow, causing the outer surfaces of both ice-clearing components 1, both near the outer side of the ship and near the inner side of the ship's center, to tend to tilt from the inner side of the ship's center to the outer side. When the ship is sailing stern-oriented, this tilting tendency from the inner side of the ship to the outer side, combined with the large curvature of the outer surface of the ice-clearing component 1, causes the ice fragments to tend to move towards the outer side of the ship under the guidance of the outer surface of the ice-clearing component 1, reducing the amount of ice fragments accumulated on the bottom surface of the stern 101, providing better protection for the rudder 2, and reducing the ice load on the rudder 2.

[0061] In one embodiment, the bottom view of the ice-clearing component 1 is an axisymmetric figure. The angle γ between the center line Y1 of the ice-clearing component 1 in the width direction and the center line CL of the hull 100 in the width direction ranges from 10° to 15°, for example, 10°, 11°, 12°, 13°, 14°, or 15°. This arrangement ensures that both the inner and outer surfaces of the ice-clearing component 1 have a tendency to gradually extend outwards from the stern to the bow, without compromising the protection of the stern rudder propeller due to an excessively large angle. Furthermore, this design must consider that, given a fixed size for the ice-clearing component 1, the rudder 2 can be installed on it without affecting its structural strength, and the force exerted by the ice fragments on the ice-clearing component 1 is not excessive and could negatively impact its structural stability.

[0062] In one embodiment, the maximum distance L3 between the outline of the ice-clearing component 1 in its bottom view and the centerline CL in the ship's beam direction ranges from 0.25B to 0.4B, such as 0.25B, 0.26B, 0.27B, 0.28B, 0.29B, 0.30B, 0.31B, 0.32B, 0.33B, 0.34B, 0.35B, 0.36B, 0.37B, 0.38B, 0.39B, 0.40B, etc. The minimum distance L2 between the outline of the ice-clearing component 1 in its bottom view and the centerline CL in the ship's beam direction ranges from 0.10B to 0.20B, such as 0.1B, 0.11B, 0.12B, 0.13B, 0.14B, 0.15B, 0.16B, 0.17B, 0.18B, 0.19B, 0.20B, etc. This design can determine the approximate size of the ice-clearing component 1. Then, by combining the design of the centerline of the ice-clearing component 1 being inclined upward from the stern to the bow relative to the centerline CL in the width direction of the ship, the ice-clearing effect of the outer surface of the ice-clearing component 1 can be maximized, reducing the amount of ice fragments accumulating on the bottom surface of the stern 101.

[0063] Furthermore, the shape of the rudder 2 in its bottom view is an axisymmetric figure with a longer bow and stern than left and right sides. The center line of symmetry Y2 of the rudder 2 in the beam direction is parallel to the center line CL of the hull 100 in the beam direction. This design ensures that the two rudders 2 work together effectively, reduces the difficulty of controlling the rudders 2, and ensures that the rudders 2 can effectively adjust the ship's sailing direction.

[0064] In one embodiment, assuming the chord length of rudder 2 is C, the minimum distance L4 between the outline of the rudder 2 in its bottom view and the outline of the ice-removing component 1 in its bottom view ranges from 0.1C to 0.2C, for example, 0.1C, 0.15C, or 0.2C. This design can improve the protection of rudder 2 while ensuring the structural strength of the connection between rudder 2 and ice-removing component 1, reducing or avoiding the deformation of ice-removing component 1 under external forces, and ensuring the ice-removing effect of ice-removing component 1. In one embodiment, assuming the chord length of rudder 2 is C, the maximum distance L5 between the outline of the rudder 2 in its bottom view and the outline of the ice-removing component 1 in its bottom view ranges from 0.8C to 1.2C, for example, 0.8C, 0.9C, 1.0C, 1.1C, or 1.2C. Since the rudder 2 is located at the end of the ice-clearing component 1 near the bow in the longitudinal direction of the ship, this design creates a certain gap between the outer contour of the rudder 2 and the ice-clearing component 1, which can improve the protective effect of the ice-clearing component 1 on the rudder 2 when the ship is sailing in the stern direction.

[0065] In addition, the ice removal component 1 can also be made of high-strength, low-temperature toughness materials, such as polar steel. Polar steel has a much higher low-temperature impact toughness than ordinary marine steel, which avoids brittle fracture at low temperatures.

[0066] Polar vessels represent a crucial area in the maritime industry. Traditional propeller-driven polar vessels with a fixed layout can improve their stern-side icebreaking capability using an icebreaking stern, but the main challenge lies in reducing the ice load on the rudder. The high-curvature bean-shaped ice-clearing structure design proposed in this application allows ice fragments to slide away rapidly, preventing their accumulation on the inner side above the rudder and reducing the ice load. This design can promote the widespread adoption and application of propeller propulsion technology in fixed-layout polar vessels, reducing or even eliminating reliance on podded equipment.

[0067] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that the above embodiments do not limit this application in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this application.

Claims

1. A polar vessel with a stern-oriented icebreaking and ice-removing structure, characterized in that, include: The hull (100) includes a stern (101), and the width dimension of the hull (100) is B; An ice-removing component (1) is fixed to the bottom surface of the stern (101). The outer surface of the ice-removing component (1) is entirely curved. The radius of curvature of the outer surface of the ice-removing component (1) in the length direction is R1, and the radius of curvature of the outer surface of the ice-removing component (1) in the width direction is R2. The range of R1 is 0.20B to 0.80B, and the ratio between R1 and R2 is 2 to 8. The rudder (2) extends along the height of the ship and its upper end is pivotally mounted on the bottom surface of the ice-removing component (1) and is located at the end of the ice-removing component (1) in the length direction of the ship, closer to the bow. Two ice-clearing components (1) are symmetrically arranged on the bottom surface of the stern (101) with the center line in the width direction of the ship as the center, and the rudder (2) is installed on the bottom surface of each ice-clearing component (1). The shape of the bottom view of the ice removal component (1) is an axisymmetric figure, and the angle γ between the center line of symmetry in the width direction and the center line in the width direction of the ice removal component (1) is in the range of 10° to 15°. The range of R2 is from 0.025B to 0.40B.

2. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to claim 1, characterized in that, The distance between the two ice-clearing components (1) gradually increases from the stern to the bow.

3. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to claim 1, characterized in that, The maximum distance L3 between the outline of the ice-clearing component (1) in its bottom view and the centerline in the beam direction ranges from 0.25B to 0.4B; and / or The minimum distance L2 between the outline of the ice-removing component (1) in the bottom view and the centerline in the width direction of the ship ranges from 0.10B to 0.20B.

4. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to any one of claims 1-3, characterized in that, The shape of the rudder (2) in the bottom view is an axisymmetric figure, and the center line of symmetry of the rudder (2) in the width direction is parallel to the center line of the width direction.

5. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to claim 4, characterized in that, The chord length of the rudder (2) is C, and the minimum distance L4 between the outline of the rudder in its bottom view and the outline of the ice-removing component (1) in its bottom view ranges from 0.1C to 0.2C; and / or The maximum distance L5 between the outline of the rudder in its bottom view and the outline of the ice-removing component (1) in its bottom view ranges from 0.8C to 1.2C.

6. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to any one of claims 1-3, characterized in that, The bottom surface of the stern (101) is a V-shaped axisymmetric curved surface that slopes upward from the bow to the stern, and the axis of symmetry of the bottom surface of the stern (101) coincides with the center line in the width direction of the ship.

7. The polar vessel with a stern-oriented icebreaking and ice-removing structure according to claim 1, characterized in that, The range of R2 is from 0.05B ​​to 0.20B; or The range of R2 is from 0.10B to 0.40B; or The range of R2 is from 0.025B to 0.10B.

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