Ship wind scooper and ship

Abstract

The invention provides a ship wind scooper and a ship. The wind scooper comprises a longitudinal framework, a transverse framework and blades. The longitudinal frameworks are arranged in the vertical direction and evenly distributed on the edge of a ship bow, the bottoms of the longitudinal frameworks are fixedly connected with the edge of the bow, and the tops of the longitudinal frameworks extend upwards. The transverse frameworks are perpendicular to the longitudinal frameworks, the transverse frameworks are connected between every two adjacent longitudinal frameworks, and the two ends of each transverse framework are rotationally connected with the corresponding longitudinal frameworks. Each transverse framework is provided with a blade, the blades are fixedly connected with the transverse frameworks, and after the transverse frameworks rotate, the blades are driven to rotate. Through the arrangement of the wing-shaped blades, upward lift force is generated in the sailing process, and the influence of the dead weight of the wind scooper on sailing is reduced through wind energy. The angles of the blades are adjusted by rotating the transverse frameworks, the wind field and the windward area can be adjusted according to the boxing conditions of different containers, and therefore the good wind resistance reducing effect can be achieved under all the loading conditions.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship design, in particular to a ship wind deflector and a ship. BACKGROUND

[0002] During the ship sailing process, wind resistance is one of the important factors affecting the energy consumption and performance of the ship sailing. As a key ship structure at the bow position, the core working principle of the wind deflector is to change the airflow direction and guide the wind to bypass the ship body along the preset path, thereby reducing the wind resistance of the ship sailing, and finally achieving the effect of energy saving and emission reduction. Therefore, the wind deflector is widely used in the design of modern ships, especially container transport ships.

[0003] In recent years, in order to further improve the drag reduction efficiency of the wind deflector, the shape of the wind deflector is optimized, and the geometric parameters such as airfoil and curved surface are improved in an attempt to adapt to the airflow characteristics under different sailing conditions. However, the existing wind deflector design still has significant limitations and cannot meet the complex needs in actual sailing, mainly in the following two aspects:

[0004] On the one hand, the wind deflector of the existing wind deflector is mostly made of steel plate and integrally formed, and the overall weight is large, which increases the additional load of the ship body. And in the ship design stage, the height parameter of the wind deflector is usually determined according to the fixed height of the standard container, that is, the height parameter of the wind deflector is fixed after the ship is built, so it cannot be dynamically adjusted according to the actual loading condition. In the container transport scene, the loading state of the container has significant differences, and the height of the goods may be lower or higher than the standard height due to loading requirements, and the weight and distribution of the goods will also cause the actual loading surface height of the ship deck to change. Therefore, the wind deflector cannot adapt to diversified loading conditions. When the actual height of the goods does not match the height of the wind deflector, such as when the height of the goods is lower than the height of the wind deflector or the height of the goods exceeds the height of the wind deflector, the wind deflector cannot form an effective match with the real-time wind direction and wind force, resulting in ineffective airflow guidance and a significant reduction in drag reduction effect. Even some airflow will form a vortex between the wind deflector and the goods, thereby increasing the local wind resistance.

[0005] On the other hand, the existing wind deflector has poor adaptability to wind direction angles. When the ship encounters crosswinds, large wind direction angles, or large angles between the wind direction and the ship sailing direction, the actual wind receiving area of the wind deflector will significantly increase. At this time, the wind deflector used for drag reduction will become the main wind receiving carrier, which not only cannot achieve the expected goal of energy saving and emission reduction, but also will generate additional sailing resistance, increase the energy consumption of the ship propulsion system, and may cause uneven lateral stress on the ship body, adversely affecting the sailing stability of the ship.

[0006] In summary, there is a need to provide an improved technical solution to address the above-mentioned deficiencies of the prior art. SUMMARY

[0007] The purpose of the embodiments of the present application is to provide a ship wind deflector and a ship, which can dynamically adapt to different working conditions, improve the drag reduction efficiency, and further optimize the ship navigation performance.

[0008] In a first aspect, a ship wind deflector is provided, comprising:

[0009] Longitudinal skeletons are arranged vertically, a plurality of the longitudinal skeletons are distributed at the bow edge of the ship, and the bottom of each longitudinal skeleton is fixedly connected to the bow edge, and the top of each longitudinal skeleton extends upward.

[0010] Transverse skeletons are arranged perpendicularly to the longitudinal skeletons, the transverse skeletons are connected between two adjacent longitudinal skeletons, and the two ends of each transverse skeleton are rotatably connected to the longitudinal skeletons.

[0011] Each transverse skeleton is provided with a blade, the blade is fixedly connected to the transverse skeleton, and the transverse skeleton drives the blade to rotate after rotation.

[0012] In an implementable manner, the rotation angle of the blade is 0-80°.

[0013] In an implementable manner, the blade is a wing-shaped blade.

[0014] In an implementable manner, a group of transverse skeletons is arranged between two adjacent vertical skeletons, each group of transverse skeletons includes a plurality of transverse skeletons, the plurality of transverse skeletons in each group of transverse skeletons are arranged in a vertical direction, and one blade is arranged on each transverse skeleton.

[0015] In an implementable manner, the number of transverse skeletons in each group and the chord length of the blade on each transverse skeleton are determined according to the height of the wind deflector.

[0016] In an implementable manner, the distance between two adjacent transverse skeletons in each group of transverse skeletons is greater than the chord length of the blade.

[0017] In an implementable manner, a rotating shaft is arranged in each longitudinal skeleton, a threaded segment is arranged on the outer side of the rotating shaft, one connecting gear is arranged at each end of the transverse skeleton, the connecting gears are meshingly connected to the threaded segments of the corresponding rotating shafts to form a worm and gear structure, the rotation of the rotating shaft drives the connecting gears to control the rotation of the transverse skeleton, so as to adjust the angle of the blade.

[0018] In an implementable mode, each longitudinal framework comprises a first longitudinal framework and a second longitudinal framework from top to bottom in sequence, the first longitudinal framework is arranged to be inclined to the ship stern direction, and the second longitudinal framework is arranged along the vertical direction.

[0019] In an implementable mode, a first rotating shaft is arranged in the first longitudinal framework, a second rotating shaft is arranged in the second longitudinal framework, and the first rotating shaft and the second rotating shaft are connected through a double cross shaft universal coupling.

[0020] According to the second aspect of the present application, a ship is also provided, comprising the ship wind deflector provided by the first aspect.

[0021] Compared with the prior art, the present application has the following beneficial effects:

[0022] In the technical solution of the present application, by arranging the airfoil-shaped blades, upward lift is generated during navigation to utilize wind energy to reduce the influence of the self-weight of the wind deflector on navigation. By rotating the transverse framework, the angle of the blades can be adjusted to adjust the wind field and the windward area for different container loading conditions, so that better wind resistance reduction effect can be obtained in all loading conditions. By arranging the longitudinal framework, the overall height of the wind deflector can be adjusted. By the arrangement of the present application, the wind area of the ship as a whole can be improved when the wind comes from the side, thereby reducing the wind resistance of the ship. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a structural schematic diagram of the ship wind deflector of the embodiment of the present application.

[0024] Figure 2 is a blade arrangement schematic diagram in the ship wind deflector of the embodiment of the present application.

[0025] Figure 3 is a schematic diagram of a worm and gear structure in the ship wind deflector of the embodiment of the present application.

[0026] Figure 4 is a blade schematic diagram when the container ship is in an empty load condition in the ship wind deflector of the embodiment of the present application.

[0027] Figure 5 is a blade schematic diagram when the container ship is loaded with part of the containers in the ship wind deflector of the embodiment of the present application.

[0028] Figure 6 is a blade schematic diagram when the container ship is in a full load condition in the ship wind deflector of the embodiment of the present application.

[0029] Figure 7 is a pressure schematic diagram of the blades in an open state in the ship wind deflector of the embodiment of the present application.

[0030] Figure 8 is a pressure schematic diagram of the blade closed state in the ship wind deflector of the embodiment of the present application.

[0031] In the drawings, the reference signs are explained as follows:

[0032] 1, first blade; 2, second blade; 3, third blade; 4, longitudinal skeleton; 5, transverse skeleton. DETAILED DESCRIPTION

[0033] The specific embodiments of the present application are further described in detail below with reference to the accompanying drawings. These embodiments are only used to illustrate the present application, and are not limiting to the present application.

[0034] In the description of the present application, it should be noted that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second" are only for description purposes, and cannot be understood as indicating or implying relative importance.

[0035] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0036] In addition, in the description of the present application, unless otherwise specified, the meaning of "multiple" is two or more.

[0037] According to the first aspect of the present application, referring to Figures 1 to 6 , first provide a ship wind deflector, comprising:

[0038] Longitudinal skeleton 4, arranged vertically, a plurality of longitudinal skeletons 4 are uniformly distributed at the bow edge of the ship, and the bottom of the longitudinal skeleton 4 is fixedly connected with the bow edge, and the top of the longitudinal skeleton 4 extends upward;

[0039] Transverse skeleton 5, arranged perpendicularly to the longitudinal skeleton 4, the transverse skeleton 5 is connected between two adjacent longitudinal skeletons 4, and the two ends of the transverse skeleton 5 are rotatably connected to the longitudinal skeleton 4.

[0040] Blades, blades are arranged on each of the transverse frames 5, the blades are fixedly connected with the transverse frames 5, and the transverse frames 5 drive the blades to rotate after rotation, so as to guide the angle of the wind scooper.

[0041] In an implementable manner, the rotation angle of the blade is 0-80°, and the angle of the blade can be adjusted according to different loading conditions to ensure smooth sailing of the ship. By setting the maximum rotation angle to 80°, interference and collision between adjacent two blades can be avoided.

[0042] It should be noted that the adjustment interval of the blade is 10°, and the angle of the blade can be adjusted according to different conditions.

[0043] In an implementable manner, the blade is a wing-shaped blade. By setting the blade as a wing-shaped blade, the pressure difference generated by Bernoulli's principle and the air flow reaction force of Newton's third law are used to form the lift together, so as to reduce the weight of the blade itself. The calculation process of the lift of the blade parameters is as follows:

[0044]

[0045] In the formula: C L Lift coefficient, which depends on the wing shape and attack angle.

[0046] P is the air density, which is 1.225 kg / m³.

[0047] V is the free flow speed, that is, the air speed around the wing.

[0048] S is the wing area.

[0049] It should be noted that the lift coefficient C L Can be obtained by test or CFD simulation.

[0050] In an implementable manner, the wing-shaped blade includes a leading edge and a trailing edge, the leading edge points to the bow direction of the ship, and the trailing edge points to the stern direction of the ship. The arrangement direction of the wing-shaped blade is defined as the length direction of the blade, and the length direction of the blade is perpendicular to the chord length of the blade.

[0051] The blade arranged at the bow end point of the ship is defined as the first blade 1, and the arrangement direction of the first blade 1 is perpendicular to the centerline of the ship. The second blade 2, the third blade 3 are sequentially included in the port side direction from the bow of the ship.

[0052] As Figure 2As shown, in the embodiment, the tangent line at the bow end point is the reference tangent line, the reference tangent line is perpendicular to the ship centerline, the tangent line at the end point of the length direction of the first blade 1 is the first tangent line, the included angle between the first tangent line and the reference line is the first included angle a. The tangent line at one end of the second blade 2 close to the first blade 1 is defined as the second tangent line, the included angle between the second tangent line and the first tangent line is the second included angle b. The tangent line at one end of the third blade 3 close to the second blade 2 is defined as the third tangent line, the included angle between the third tangent line and the second tangent line is the third included angle c.

[0053] It should be noted that the blades on the starboard side are symmetrically arranged with the blades on the port side along the ship centerline.

[0054] The first included angle a, the second included angle b and the third included angle c are determined according to the curvature of the ship bow edge line, and the lengths of the first blade 1, the second blade 2 and the third blade 3 are determined according to the first included angle a, the second included angle b and the third included angle c.

[0055] Specifically, in the embodiment, the first included angle a is 20°, the second included angle b is 30°, and the third included angle c is 30°.

[0056] In an implementable manner, a group of the transverse frames 5 is arranged between every two adjacent vertical frames, each group of the transverse frames 5 includes a plurality of the transverse frames 5, the plurality of the transverse frames 5 in each group of the transverse frames 5 are arranged in the vertical direction, and one blade is arranged on each of the transverse frames 5.

[0057] In an implementable manner, the number of each group of the transverse frames 5 and the chord length of the blade on each transverse frame 5 are determined according to the height of the wind deflector. The number of each group of the transverse frames 5 multiplied by the chord length of the blade on each transverse frame 5 should be less than the total height of the wind deflector.

[0058] Specifically, the height of the wind deflector is 12 m. Two layers of transverse frames 5 can be arranged, and the chord length of the airfoil blade on each layer of transverse frames 5 is 5.7 m; or three layers of transverse frames 5 can be arranged, and the chord length of the airfoil blade on each layer of transverse frames 5 is 4 m.

[0059] In the embodiment, as shown, Figure 1 In the embodiment, two layers of transverse frames 5 are arranged, the chord length L of the blade is 5.7 m, and the height of the longitudinal frame 4 is 1.5L, i.e. 8.55 m. The transverse frame 5 arranged on the upper layer is arranged at a position 3 m high from the longitudinal frame 4. The blade arranged on the transverse frame 5 arranged on the upper layer is defined as the upper layer blade, and the blade arranged on the transverse frame 5 arranged on the lower layer is defined as the lower layer blade.

[0060] In an implementable manner, the spacing between every two adjacent transverse frames 5 in each group of the transverse frames 5 is greater than the chord length of the blade.

[0061] In an implementable manner, as shown in Figure 3 each of the longitudinal skeletons 4 is provided with a rotating shaft, the outer side of the rotating shaft is provided with a threaded segment, and each end of the transverse skeleton 5 is provided with a connecting gear, the connecting gears are engaged with the threaded segments of the corresponding rotating shafts to form a worm gear structure, the rotating of the rotating shafts drives the connecting gears to control the rotation of the transverse skeleton 5, so as to adjust the angle of the blades. The rotating shaft as the worm drives the connecting gears as the driven rotating part, so as to drive the blades on the transverse skeleton 5 to adjust the angle. The worm gear structure has the characteristics of torque amplification and single self-locking, that is, the worm can drive the worm gear, but the worm gear cannot drive the worm. Therefore, the worm gear mechanism can adjust the angle of the blades and ensure the self-locking of the blades after being adjusted to the specified position.

[0062] In an implementable manner, each longitudinal skeleton 4 includes a first longitudinal skeleton 4 and a second longitudinal skeleton 4 from top to bottom, the first longitudinal skeleton 4 is arranged in an inclined manner towards the stern of the ship, and the second longitudinal skeleton 4 is arranged in a vertical manner.

[0063] Specifically, the inclination angle of the first longitudinal skeleton 4 is 0-20°. By arranging the first longitudinal skeleton 4 in an inclined manner, the blades on each group of transverse skeletons 5 can be ensured not to interfere with each other, and the angle of the blades can be normally adjusted. Moreover, by adjusting the inclination angle of the first longitudinal skeleton 4, the overall height of the wind deflector can also be adjusted.

[0064] It should be noted that the first longitudinal skeleton 4 and the second longitudinal skeleton 4 can be an integrally formed structure. The first longitudinal skeleton 4 and the second longitudinal skeleton 4 can also be connected through a ratchet structure, and the inclination angle of the first longitudinal skeleton 4 can be adjusted to meet the use of various ship working conditions.

[0065] During the work of the present application, the following cases are included according to the loading conditions:

[0066] When the container ship is in the empty condition, as shown in Figure 4 the angles of the blades are all adjusted to 0°, that is, the blades are arranged horizontally, so as to reduce the windward area of the wind deflector, and the lift provided by the airfoil blades can be used to reduce the weight of the wind deflector.

[0067] When the container ship is loaded with part of the containers, as shown in Figure 5 when the stacking height at the bow of the ship is less than 10 m, that is, when the containers at the bow of the ship are 1-4 layers, the angles of the upper blades are adjusted to 0°, and the angles of the lower blades are adjusted to 80°. The lower blades are the main body of the wind deflector and play a role in reducing wind resistance, and the upper blades are arranged horizontally without increasing the windward area, and can still provide lift to reduce the weight.

[0068] When a container ship is fully loaded, such as Figure 6 As shown, when the container stacking height at the bow of the ship is greater than 10m, i.e., when there are 5 or more layers of containers at the bow, the angle of the upper blades is determined according to the container stacking height, while the lower blades are adjusted to 80°. The backs of the upper and lower blades form the main body of the wind deflector, used to reduce wind resistance. When the wind direction angle is less than 45°, the wind deflector's wind resistance reduction effect is more obvious; when the wind direction angle is greater than 45°, the closed wind deflector will actually increase the ship's wind-receiving area and increase the ship's resistance. In this case, both the upper and lower blades can be adjusted to 0° to reduce the wind-receiving area.

[0069] The blade angle is defined as 80° when the blade is closed and 0° when the blade is open.

[0070] The dimensionless drag coefficients of this application under different operating conditions were obtained using CFD software, as shown in Table 1.

[0071] Table 1

[0072]

[0073] The drag reduction effect of adjusting the blade angle on the corresponding container ship is shown in Table 2.

[0074] Table 2

[0075]

[0076] According to Tables 1 and 2, when the container ship is fully loaded and the blades are in the closed state, the drag reduction effect of this application is greater than 10%. When the blades are in the open state, the drag reduction effect of this application is smaller, but it can still help reduce weight.

[0077] like Figure 7 and Figure 8 As shown in the diagram, based on the pressure diagrams of the open and closed blade states, it is determined that this application can reduce the wind pressure on the bow container of a ship when the blades are closed.

[0078] Based on CFD software, the weight reduction effect of this application was obtained, and the force in the z-direction (i.e., the vertical force) on the wind deflector under different blade states was obtained, with upward force defined as positive. The results are shown in Table 3.

[0079] When the blades are open, the wind deflector provides upward lift to counteract its own weight; when the blades are closed, the wind deflector is subjected to downward wind pressure. The drag reduction and weight reduction effects of the wind deflector can be further adjusted to their optimal state by separately adjusting the angles of the upper and lower blades.

[0080] Table 3

[0081]

[0082] According to the second aspect of the present application, a ship is also provided, which comprises the ship wind deflector provided by the first aspect.

[0083] In summary, the ship wind deflector and the ship provided by the present application can generate upward lift by setting the airfoil blade, so as to reduce the influence of the self weight of the wind deflector on sailing by using wind energy. By rotating the transverse frame 5, the angle of the blade can be adjusted, so as to adjust the wind field and the windward area for different container loading conditions, so as to achieve better wind resistance reduction effect in all loading conditions. By setting the longitudinal frame 4, the overall height of the wind deflector can be adjusted. By the setting of the present application, the overall wind receiving area of the ship when the wind comes from the side can be improved, so as to reduce the wind resistance of the ship.

[0084] The above only describes the preferred embodiments of the present application, and it should be noted that those skilled in the art can make several improvements and replacements without departing from the technical principles of the present application, and these improvements and replacements should also be considered as the protection scope of the present application.

Claims

1. A ship's wind deflector, characterized in that, include: The longitudinal frame is arranged vertically, with multiple longitudinal frames evenly distributed at the bow edge of the ship, and the bottom of each longitudinal frame is fixedly connected to the bow edge, while the top of each longitudinal frame extends upward. A transverse frame is arranged perpendicular to the longitudinal frame. The transverse frame is connected between two adjacent longitudinal frames, and the two ends of the transverse frame are rotatably connected to the longitudinal frames respectively. Each of the transverse frames is provided with a blade, which is fixedly connected to the transverse frame. When the transverse frame rotates, it drives the blade to rotate.

2. The ship wind deflector according to claim 1, characterized in that, The rotation angle of the blade is 0-80°.

3. The ship's wind deflector according to claim 1, characterized in that, The blade is an airfoil blade.

4. The ship wind deflector according to claim 1, characterized in that, A set of horizontal frames is provided between two adjacent vertical frames. Each set of horizontal frames includes multiple horizontal frames. The multiple horizontal frames in each set are arranged in the vertical direction, and each horizontal frame is provided with a blade.

5. The ship wind deflector according to claim 4, characterized in that, The number of transverse frames in each group, and the chord length of the blades on each transverse frame, are determined based on the height of the air guide shroud.

6. The ship's wind deflector according to claim 1, characterized in that, The spacing between two adjacent transverse skeletons in each group is greater than the chord length of the blade.

7. The ship's wind deflector according to claim 1, characterized in that, Each of the longitudinal frames is provided with a rotating shaft, and the outer surface of the rotating shaft is provided with a threaded section. Each end of the transverse frame is provided with a connecting gear. The connecting gears are meshed with the threaded sections of the corresponding rotating shafts to form a worm gear structure. By controlling the rotation of the rotating shaft, the connecting gears are driven to control the rotation of the transverse frame, so as to adjust the angle of the blades.

8. The ship wind deflector according to claim 7, characterized in that, Each longitudinal frame consists of a first longitudinal frame and a second longitudinal frame from top to bottom. The first longitudinal frame is inclined towards the stern, and the second longitudinal frame is arranged vertically.

9. The ship's wind deflector according to claim 8, characterized in that, A first rotating shaft is provided inside the first longitudinal frame, and a second rotating shaft is provided inside the second longitudinal frame. The first rotating shaft and the second rotating shaft are connected by a double cross-shaft universal coupling.

10. A ship, characterized in that, Includes the ship wind deflector as described in any one of claims 1 to 9.

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