A ship auxiliary icebreaking structure

Abstract

This application relates to the field of shipbuilding technology, and in particular to an auxiliary icebreaking structure for ships. It includes: an icebreaker component installed outside the hull, with an icebreaking surface on the side facing away from the hull; a first direction is defined as the direction along the icebreaking surface from the side facing away from the hull to the side closer to the hull; the width of the icebreaking surface gradually decreases along a second direction perpendicular to the first direction; and multiple grooves spaced along the height of the icebreaker component, the depth of which gradually decreases along the first direction. This structure can reduce ice-ship interface friction loss, improve icebreaking speed, and enhance fuel economy.

Description

Technical Field

[0001] This application relates to the field of shipbuilding technology, and in particular to a ship auxiliary icebreaking structure. Background Technology

[0002] Currently, existing icebreakers generally employ high-powered propulsion systems, relying on the unique bow hull design and the immense propulsive inertia during navigation to achieve continuous or ramming icebreaking operations. The basic icebreaking mechanism lies in the direct physical contact between the hull and the ice layer. Through compression and impact at the bow, the ice layer undergoes brittle fracture, and the continuous forward movement of the hull pushes the broken ice aside to the sides and downwards, thus creating a navigable waterway.

[0003] However, the aforementioned technical approach of "breaking" ice based on hull lines requires the bow and side plating of the hull to experience large-area, high-intensity contact and sliding friction with the ice during the icebreaking process. This significant frictional resistance substantially increases the ship's overall drag, directly reducing icebreaking efficiency and leading to a substantial increase in fuel consumption per unit distance. The ice fragments and large ice blocks generated during icebreaking operations, carried by ocean currents and ship waves, are highly susceptible to high-frequency impacts on external appendages such as the stern propeller, rudder blades, and stern shaft support, causing blade deformation, coating peeling, and even structural fatigue damage, seriously threatening the safety and service life of the propulsion system and steering equipment. Furthermore, the intense interaction between the hull and the ice layer can also induce high stress concentration and vibration fatigue in localized hull structures. Summary of the Invention

[0004] Therefore, it is necessary to provide a ship-assisted icebreaking structure that can reduce ice-ship interface friction loss, improve icebreaking speed and fuel economy.

[0005] To solve the above-mentioned technical problems, this application provides the following technical solution: A ship-assisted icebreaking structure includes: An icebreaker is installed on the outside of the hull, with an icebreaking surface on the side away from the hull. A first direction is defined as the direction along the icebreaking surface from the side away from the hull to the side closer to the hull. The width of the icebreaking surface gradually decreases along a second direction perpendicular to the first direction. Multiple grooves are provided at intervals along the height direction of the ice-breaking component, and the depth of the grooves gradually decreases in the first direction.

[0006] Understandably, the icebreaking surface width gradually narrows along the second direction, combined with its concave curved shape, allows the icebreaker to initially meet large ice blocks with its wide front end as the ship moves forward, creating concentrated compression and cutting action on the ice. As the icebreaking surface width decreases aft, the cut ice fragments are naturally guided to the narrower rear section, avoiding large-area contact friction between the ice and the icebreaking surface. This significantly reduces icebreaking resistance and improves the ship's icebreaking efficiency and fuel economy. Multiple grooves are spaced along the height of the icebreaker, with the groove depth gradually decreasing along the first direction. This design allows ice fragments generated during icebreaking to enter the grooves and be orderly discharged under the guidance and constraint of the narrowing channels. This effectively prevents large ice blocks from slipping or overturning abnormally during cutting, ensuring the stability and continuity of icebreaking operations.

[0007] In one embodiment, along the second direction, the groove width gradually decreases along the height direction.

[0008] In one embodiment, the ice-breaking surface has an inwardly curved shape along a first direction.

[0009] In one embodiment, the groove is disposed on the side wall of the icebreaker to form a first wall and a second wall, and the included angle between the first wall and the second wall is in the range of 80°-100°.

[0010] In one embodiment, the included angle between the first wall and the second wall is 90°.

[0011] In one embodiment, the horizontal cross-section of the icebreaker located at a position where the first wall and the second wall are relatively close is defined as the first cross-section, and the included angle of the first cross-section along the horizontal direction is in the range of 5°-10°.

[0012] In one embodiment, the horizontal cross-section of the icebreaker located at a position where the first wall and the second wall are opposite to each other is set as the second cross-section, and the included angle of the second cross-section along the horizontal direction is in the range of 30°-40°.

[0013] In one embodiment, the icebreaking surface has an inclined surface on the side opposite to the hull, and the width of the inclined surface gradually increases along the first direction to push the medium broken by the icebreaking surface outward.

[0014] In one embodiment, the icebreaker is fixed to the hull by full penetration welding.

[0015] In one embodiment, the icebreaker gradually decreases in length along the first direction along the height direction.

[0016] Compared to existing technologies, a ship-assisted icebreaking structure features a gradually narrowing icebreaking surface width along a second direction. Combined with the concave curved surface, this design allows the icebreaker to initially engage large ice blocks with its wide front end as the ship moves forward, creating concentrated compression and cutting action. As the icebreaking surface width decreases aft, the cut ice fragments are naturally guided to the narrower rear section, avoiding large-area contact friction between the ice and the icebreaking surface. This significantly reduces icebreaking resistance and improves the ship's icebreaking efficiency and fuel economy. Multiple grooves are spaced along the height of the icebreaker, with the groove depth gradually decreasing along a first direction. This design allows ice fragments generated during icebreaking to enter the grooves and be orderly discharged under the guidance and constraint of the narrowing channels. This effectively prevents large ice blocks from slipping or overturning abnormally during cutting, ensuring the stability and continuity of icebreaking operations. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of a ship auxiliary icebreaking structure provided in this application.

[0019] Figure 2 A side view of a ship auxiliary icebreaking structure provided for this application.

[0020] Figure 3 This is a cross-sectional view of a ship auxiliary icebreaking structure provided for this application.

[0021] Figure 4 This is a schematic diagram of the first cross-section of a ship auxiliary icebreaking structure provided in this application.

[0022] Figure 5 This is a schematic diagram of the second cross section of a ship auxiliary icebreaking structure provided in this application.

[0023] The component labels are as follows: 1. Icebreaker component; 11. Icebreaker surface; 12. First cross section; 13. Second cross section; 14. Inclined surface; 2. Groove; 21. First wall; 22. Second wall. Detailed Implementation

[0024] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0025] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0027] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0028] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0029] Currently, existing icebreakers generally employ high-powered propulsion systems, relying on the unique bow hull design and the immense propulsive inertia during navigation to achieve continuous or ramming icebreaking operations. The basic icebreaking mechanism lies in the direct physical contact between the hull and the ice layer. Through compression and impact at the bow, the ice layer undergoes brittle fracture, and the continuous forward movement of the hull pushes the broken ice aside to the sides and downwards, thus creating a navigable waterway.

[0030] However, the aforementioned technical approach of "breaking" ice based on hull lines requires the bow and side plating of the hull to experience large-area, high-intensity contact and sliding friction with the ice during the icebreaking process. This significant frictional resistance substantially increases the ship's overall drag, directly reducing icebreaking efficiency and leading to a substantial increase in fuel consumption per unit distance. The ice fragments and large ice blocks generated during icebreaking operations, carried by ocean currents and ship waves, are highly susceptible to high-frequency impacts on external appendages such as the stern propeller, rudder blades, and stern shaft support, causing blade deformation, coating peeling, and even structural fatigue damage, seriously threatening the safety and service life of the propulsion system and steering equipment. Furthermore, the intense interaction between the hull and the ice layer can also induce high stress concentration and vibration fatigue in localized hull structures.

[0031] Therefore, it is necessary to provide a ship-assisted icebreaking structure that can reduce ice-ship interface friction loss, improve icebreaking speed and fuel economy.

[0032] Please see Figures 1 to 5 This application provides a ship auxiliary icebreaking structure including an icebreaker 1, which is an overall triangular plate-shaped steel structure installed outside the hull near an appendage or propeller that needs protection. The icebreaker 1 has a first side and a second side arranged opposite to each other, wherein the second side is fixedly connected to the main hull by full penetration welding, and the first side is arranged away from the hull and forms an icebreaking surface 11.

[0033] To clearly describe the geometry of the icebreaker 1, the direction along the side of the icebreaker surface 11 away from the hull and towards the side closer to the hull is defined as the first direction. In this embodiment, the icebreaker surface 11 is constructed as a concave curved surface, and from the front end to the rear end of the icebreaker 1, the width of the icebreaker surface 11 gradually decreases along the second direction; that is, the width of the side of the icebreaker surface 11 away from the hull is smaller than the width of the side closer to the hull.

[0034] More specifically, the width of the icebreaking surface 11 decreases in the second direction, thus forming an overall configuration that is narrow at one end away from the hull and wide at the other end closer to the hull. This configuration is advantageous because when the icebreaker 1 moves forward with the hull, the front end of the icebreaking surface 11 can first meet the large volume of ice with a small contact area, and under the action of the hull's propulsion force, it can generate concentrated compression and cutting action on the ice.

[0035] Preferably, the two end faces of the icebreaker 1 are also symmetrically provided with beveled surfaces 14. The beveled surfaces 14 extend obliquely from the edge of the icebreaker surface 11 toward the opposite straight surface of the icebreaker 1, forming a sharp cutting edge, thereby further improving the icebreaker 1's ability to cut large volumes of ice.

[0036] Furthermore, the ice-breaking surface 11 of the ice-breaking component 1 is provided with multiple grooves 2 along its height direction. The multiple grooves 2 are spaced apart from each other and evenly arranged along the height direction of the ice-breaking component 1. The spacing between adjacent grooves 2 can be adaptively adjusted according to the ice thickness and ice block size of the actual ice-breaking scenario. In this embodiment, the groove depth of the groove 2 gradually decreases along the first direction. That is, the groove 2 has the maximum groove depth at the end face of the ice-breaking surface 11. As the groove 2 extends into the interior of the ice-breaking component 1 along the first direction, its groove depth gradually decreases until it reaches near the middle of the side of the ice-breaking component 1, where the groove depth gradually decreases to zero.

[0037] Preferably, the groove 2 has a right-angled cross-sectional shape, and its projection on the end face of the icebreaking surface 11 is clearly visible. The groove 2 starts from the end face of the icebreaking surface 11 and extends into the icebreaker 1 along the first direction, with the groove depth decreasing linearly. In this embodiment, the angle between the bottom of the groove 2 and the side of the icebreaker 1 is set to 5° to 10°. This angle range ensures that the groove 2 effectively guides the ice fragments out while ensuring that the structural strength of the icebreaker 1 is not excessively weakened. During the icebreaking operation, when a large ice block comes into contact with the icebreaking surface 11 and is cut and broken, the generated ice fragments and ice chips can enter the interior of the groove 2. The tapering structure of the groove 2 can guide and constrain the ice fragments, preventing the large ice block from sliding or overturning abnormally during the cutting process, thereby ensuring the stability and continuity of the icebreaking process. At the same time, the groove 2 also significantly reduces the instantaneous impact force of the ice block on the icebreaker 1, avoiding the concentrated transmission of impact load to the hull and overboard appendages, effectively improving icebreaking efficiency and the safety of the overboard appendages.

[0038] Furthermore, the aforementioned groove 2 is formed by an inward recess of the sidewall of the icebreaker 1. This recessed structure defines a first wall 21 and a second wall 22 arranged opposite to each other on the sidewall of the icebreaker 1. Specifically, the groove 2 is formed on the sidewall surface of the icebreaker 1, recessed inward from the sidewall surface. The two lateral walls of the recessed area are the first wall 21 and the second wall 22. These two walls are arranged opposite to each other along the depth direction of the groove 2, jointly defining the internal space of the groove 2. The included angle between the first wall 21 and the second wall 22 directly affects the groove 2's ability to contain, guide, and discharge ice fragments. When the included angle between the first wall 21 and the second wall 22 is set within the range of 80° to 100°, the groove 2 can achieve optimal ice fragment containment and diversion performance. If the included angle is too small, the bottom of the groove 2 will be too sharp. While this is beneficial for the initial cutting of the ice, it can easily cause ice fragments to get stuck in the groove and not be able to be discharged smoothly, thus increasing the additional resistance between the icebreaker 1 and the ice. If the included angle is too large, the opening of the groove 2 will be too wide and gentle, significantly reducing its ability to restrain the ice fragments. Large ice blocks can easily slip out of the groove 2 during the cutting process, failing to effectively guide and prevent overturning. Therefore, controlling the included angle between the first wall 21 and the second wall 22 between 80° and 100° ensures that the groove 2 has sufficient receiving depth and lateral clamping force, while also allowing the ice fragments to slide smoothly in the groove and be discharged in an orderly manner along the tapering direction of the groove 2, thus balancing cutting efficiency and smooth ice discharge.

[0039] As a preferred embodiment, the included angle between the first wall 21 and the second wall 22 is set to 90°, meaning the cross-section of the groove 2 has a standard right-angled groove shape. This right-angled configuration makes the two walls of the groove 2 perpendicular to each other, which provides great convenience in processing and manufacturing. It can be formed directly on the side wall of the steel icebreaker 1 using conventional milling or planing processes, without the need for special tools or complex fixtures, significantly reducing manufacturing costs and processing difficulty.

[0040] Meanwhile, the 90° right-angled groove exhibits excellent mechanical properties. Its walls can generate a uniform normal reaction force on the ice fragments. When the ice block slides along the ice-breaking surface 11 and enters the groove 2, the two perpendicular walls can decompose the impact force of the ice block into two mutually orthogonal components, thereby effectively weakening the shearing effect of the ice block on the side wall of the icebreaker 1 and preventing fatigue cracks caused by local stress concentration in the icebreaker 1 during long-term icebreaking operations. In addition, when guiding the ice fragments out, the frictional resistance of the two side walls of the 90°-angled groove 2 on the ice chips is relatively balanced, and the ice fragments will not be deflected due to the asymmetry of the angle, thus ensuring that the icebreaker 1 is subjected to uniform force on both sides, which is conducive to maintaining the heading stability of the ship when navigating in ice areas.

[0041] Furthermore, the icebreaker 1 is located at a position where the first wall 21 and the second wall 22 are relatively close, that is, the horizontal cross-section of the bottom area of ​​the groove 2 is set as the first cross-section 12. The first cross-section 12 does not refer to the complete cross-section of the icebreaker 1, but specifically refers to the cross-sectional shape obtained by taking a horizontal section near the bottom of the groove 2, in the area where the distance between the first wall 21 and the second wall 22 is the smallest.

[0042] When viewed along the horizontal direction, the included angle of the first cross section 12 is set to be between 5° and 10°. The "included angle" referred to here is actually the contraction angle of the groove 2 as it extends from the end face of the ice-breaking surface 11 into the interior of the ice-breaking component 1, that is, the angle characterization of the rate of change of the groove depth of the groove 2 gradually decreasing along the first direction on the horizontal cross section.

[0043] If the included angle of the first cross section 12 is less than 5°, it means that the contraction of the groove 2 is too gradual, and the decrease rate of the groove depth along the first direction is extremely slow, resulting in the effective depth of the groove 2 remaining at a large value over a long extension distance. In this case, although the groove 2 can accommodate more ice fragments, due to the small contraction angle, the movement of the ice fragments in the groove lacks sufficient lateral extrusion force, making it difficult to be effectively discharged in a short distance. Instead, it is easy for the ice fragments to accumulate in the depth of the groove 2, forming an ice blockage, thereby increasing the frictional resistance between the icebreaker 1 and the ice body and reducing the ice-breaking efficiency. If the included angle of the first cross section 12 is greater than 10°, the contraction of the groove 2 is too rapid, and the groove depth decreases rapidly to zero in a very short extension distance. Although this is conducive to the rapid discharge of ice fragments, the depth transition of the groove 2 is too abrupt, which can easily cause stress concentration at the junction of the bottom of the groove and the sidewall. When subjected to repeated impacts from large ice blocks, this area may undergo plastic deformation or even fatigue cracking, affecting the service life and structural safety of the icebreaker 1.

[0044] Therefore, limiting the included angle of the first section 12 to the range of 5° to 10° achieves the optimal balance between smooth ice discharge and structural strength maintenance. Within this angle range, the groove 2 provides sufficient lateral restraint and guidance for the ice entering it, allowing the ice to be discharged orderly along the narrowing channel, preventing non-positive slippage or abnormal overturning of ice blocks. At the same time, it ensures a smooth and even structural transition at the bottom of the groove 2, with uniform stress distribution, thus balancing icebreaking efficiency and structural durability. Preferably, this included angle can be finely adjusted according to the ice conditions and ship propulsion power of the actual icebreaking test to adapt to the icebreaking operation requirements at different ice classes and speeds.

[0045] Furthermore, the icebreaker 1 is located at a position where the first wall 21 and the second wall 22 are relatively opposite to each other, that is, near the opening end of the groove 2, in an area where the two side walls are far apart. Its horizontal cross-section is set as the second cross-section 13. This second cross-section 13 essentially corresponds to the horizontal projection angle of the beveled surface 14 set on both end faces of the icebreaker 1, that is, the angle between the cutting edge of the icebreaker surface 11 extending obliquely towards the opposite straight surface on this horizontal plane. Viewed along the horizontal direction, the angle of the second cross-section 13 is set to a range of 30° to 40°. The specific value of this angle directly determines the sharpness of the cutting edge at the front end of the icebreaker 1 and the initial contact angle between the icebreaker surface 11 and the large volume of ice, so as to improve the icebreaking ability and ice-breaking stability of the icebreaker 1.

[0046] If the included angle of the second section 13 is less than 30°, the inclination angle of the beveled surface 14 is too gentle, meaning that the cutting edge of the icebreaker 1 tends to be blunt, making it difficult to form an effective cutting point when it comes into contact with large ice blocks. In this case, the icebreaker 1 exerts more pressure on the ice block than cutting, and the ship's propulsion needs to overcome greater ice pressure resistance, resulting in a significant decrease in icebreaking efficiency. At the same time, during the pressure process, the ice block is prone to slipping on the surface of the icebreaker 11 and cannot be stably guided to the groove 2 area for further breaking.

[0047] If the included angle of the second section 13 is greater than 40°, the inclination angle of the beveled surface 14 will be too steep. Although the cutting edge becomes extremely sharp, which is beneficial for initial cutting into the ice layer, the excessively sharp cutting edge will cause a sharp increase in local contact stress when encountering large, hard ice blocks. This can easily lead to the steel in the cutting edge area cracking, curling, or excessive wear, significantly shortening the service life of the icebreaker 1. In addition, an excessively large included angle will also cause the contact between the icebreaking surface 11 and the ice block to be too concentrated, and the impact load on the icebreaker 1 cannot be effectively distributed, which is not conducive to the uniformity of stress on the hull structure.

[0048] Therefore, limiting the included angle of the second section 13 to the range of 30° to 40° achieves an optimal balance between cutting sharpness and structural durability. Within this preferred angle range, the beveled surface 14 of the icebreaker 1 can form a sufficiently sharp cutting edge to ensure that the icebreaker surface 11 can quickly cut into large ice blocks for efficient cutting, while also ensuring that the cutting edge has sufficient structural thickness and strength reserves to resist wear and deformation caused by ice block impact, thus extending the service life of the icebreaker 1.

[0049] This angle range allows the contact force between the icebreaking surface 11 and the ice block to be smoothly decomposed into tangential and normal components along the beveled surface 14. The tangential component helps to push the ice block along the icebreaking surface 11 into the groove 2 region, while the normal component helps to press the ice block firmly onto the icebreaking surface 11, preventing the ice block from bouncing or deflecting unexpectedly, thereby further improving the stability and safety of icebreaking operations. It is understood that the included angle of the second section 13 is not constant. Those skilled in the art can adaptively adjust it within the range of 30° to 40° according to actual ice conditions, the material of the icebreaker 1, and the ship's speed, etc., to match the needs of icebreaking operations with different degrees of severity.

[0050] Preferably, the icebreaker 1 has a symmetrical structure on both sides, with the grooves 2 and beveled surfaces 14 symmetrically arranged on both sides of the icebreaker 1. This ensures that the icebreaker 1 maintains balanced icebreaking performance regardless of whether it moves forward or backward with the ship or under different ice conditions. The thickness of the plate of the icebreaker 1, as well as the specific dimensions, number, and spacing of the grooves 2, can be flexibly adjusted based on feedback data from actual ship icebreaking tests to meet the icebreaking requirements of different ice classes and speeds.

[0051] Furthermore, an inclined surface 14 is provided on the side of the icebreaking surface 11 facing away from the hull, i.e., the front end of the icebreaker 1. This inclined surface 14 is clearly distinguished from the aforementioned chamfered surface 14 in terms of structure and function: the aforementioned chamfered surface 14 is provided on both end faces of the icebreaker 1, mainly serving to form a cutting edge; while the inclined surface 14 here is provided on the front end face of the icebreaking surface 11, and its width gradually increases along the first direction. Specifically, the inclined surface 14 has a smaller width at the beginning of the front end of the icebreaking surface 11, and its width gradually increases as the inclined surface 14 extends closer to the hull until it transitions into the main body area of ​​the icebreaking surface 11.

[0052] This configuration gives the inclined surface 14 an outward-expanding, trumpet-shaped guiding shape. During icebreaking operations, when the icebreaker 1 cuts large ice blocks, the resulting ice fragments, ice chips, and ice-water mixture move towards the rear end along the surface of the icebreaking surface 11 under the continuous action of the ship's propulsion. The inclined surface 14, with its width gradually increasing along the first direction, provides a gradually widening guiding channel for the discharge of ice fragments. This allows the ice fragments to be guided by the inclined sidewalls of the inclined surface 14 during movement, naturally pushing them outward. This effectively prevents ice fragments from accumulating in the narrow gap between the ship and the icebreaker 1, ensuring that the continuous working area of ​​the icebreaking surface 11 is not blocked by ice fragments, and significantly improving the stability and icebreaking efficiency of the icebreaker 1 during continuous operation.

[0053] The length of the geometric configuration of the ice breaking member 1 along the height direction in the first direction shows a gradually decreasing trend. Specifically, from the upper end edge to the lower end edge of the ice breaking member 1, the longitudinal extension length of the ice breaking member 1 in the horizontal direction decreases linearly or approximately linearly, so that the overall lateral profile of the ice breaking member 1 assumes a triangular or wedge shape.

[0054] From the perspective of ice layer distribution characteristics, the layered ice in polar and ice-covered waters does not have uniform thickness and strength distribution. Under normal circumstances, the ice layer is thickest and heaviest near the waterline. Downward, under the combined effect of water temperature and water flow, the thickness of the ice layer gradually decreases, and the size of the underwater ice blocks also decreases with the increase of depth.

[0055] Therefore, the gradually tapering structure of the ice breaking member 1 in the height direction is exactly adapted to this ice layer distribution rule: the length near the waterline is relatively large, which can provide sufficient cutting depth to cope with the thick and heavy layered ice; while in the area with greater water depth, the length gradually shortens, no unnecessarily long protruding structure is required, which not only avoids unnecessary material waste and weight increase, but also prevents the risk of accidental collision of the overlong structure with deep ice bodies or underwater obstacles underwater. At the same time, this configuration with a longer upper part and a shorter lower part enables the ice breaking member 1 to assume an oblique cutting posture during the ice breaking process, and the contact line between the ice breaking surface 11 and the ice layer is no longer a straight line perpendicular to the course, but an inclined curve, so that the hull propulsion force is dispersed along the height direction, preventing large-volume ice blocks from impacting the entire height range of the ice breaking member 1 at the same time, effectively reducing the instantaneous peak impact load, and improving the stability of ice breaking operations.

[0056] The ice breaking member 1 and the hull are fixedly connected by a full penetration welding method. The so-called full penetration means that the base metal at the welded joint is completely penetrated by the weld metal in the thickness direction, and the weld metal and the base metal are completely fused, with no defect areas of incomplete penetration or incomplete fusion. Compared with fillet welds or partial penetration welding methods, full penetration connection has higher connection strength and better fatigue performance, which can ensure that when the ice breaking member 1 bears the dynamic load generated by the repeated impact of large-volume ice blocks, failure modes such as weld tearing or desoldering will not occur at the connection node between the ice breaking member 1 and the hull.

[0057] Specifically, at the predetermined installation position outside the hull side, the second side edge of the ice breaking member 1 is butted against the outer plate of the main hull, and a double-sided groove welding process is adopted to make the weld metal fully fill and fully fuse from the root to the surface of the groove. After welding, the internal quality of the weld is confirmed to be qualified through non-destructive testing. The full penetration fixing method not only ensures the rigid connection between the ice breaking member 1 and the hull, so that the hull propulsion force can be efficiently transmitted to the front ice breaking surface 11 of the ice breaking member 1, but also effectively avoids premature fatigue cracking at the connection part caused by stress concentration, greatly improving the reliability and service life of the ice breaking structure under harsh polar working conditions.

[0058] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0059] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. A ship-aided icebreaking structure, characterized in that, include: An icebreaker (1) is installed on the outside of the hull, and an icebreaking surface (11) is provided on the side away from the hull. The direction along the side away from the hull of the icebreaking surface (11) to the side close to the hull is set as the first direction, and the width of the icebreaking surface (11) gradually decreases along a second direction perpendicular to the first direction. Multiple grooves (2) are provided at intervals along the height direction of the icebreaker (1), and the groove depth of the grooves (2) gradually decreases in the first direction.

2. The ship auxiliary icebreaking structure according to claim 1, characterized in that, Along the second direction, the groove (2) gradually narrows in width along the height direction.

3. The ship auxiliary icebreaking structure according to claim 1, characterized in that, The ice-breaking surface (11) has an inwardly concave curve shape along the first direction.

4. The ship auxiliary icebreaking structure according to claim 1, characterized in that, The groove (2) is provided on the side wall of the icebreaker (1) to form a first wall (21) and a second wall (22), and the included angle between the first wall (21) and the second wall (22) is in the range of 80°-100°.

5. The ship auxiliary icebreaking structure according to claim 4, characterized in that, The included angle between the first wall (21) and the second wall (22) is 90°.

6. The ship auxiliary icebreaking structure according to claim 4, characterized in that, The horizontal section of the icebreaker (1) located at a position relatively close to the first wall (21) and the second wall (22) is set as the first section (12), and the included angle of the first section (12) along the horizontal direction is 5°-10°.

7. The ship auxiliary icebreaking structure according to claim 4, characterized in that, The horizontal section of the icebreaker (1) located at the position where the first wall (21) and the second wall (22) are opposite to each other is set as the second section (13), and the included angle of the second section (13) along the horizontal direction is 30°-40°.

8. The ship auxiliary icebreaking structure according to claim 1, characterized in that, The icebreaking surface (11) has an inclined surface (14) on the side away from the hull. The width of the inclined surface (14) gradually increases along the first direction to push the medium broken by the icebreaking surface (11) outward.

9. The ship auxiliary icebreaking structure according to claim 1, characterized in that, The icebreaker (1) is fixed to the hull by full penetration welding.

10. The ship auxiliary icebreaking structure according to claim 1, characterized in that, Along the height direction, the length of the icebreaker (1) gradually decreases along the first direction.

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