Container ship
By setting and extending stability wings on the left and right sides of the container ship, the problem of low stability of the container ship is solved, and the effect of improving lateral stability and design flexibility is achieved.
Patent Information
- Application Number
- CN202421998740.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-16
- Publication Date
- 2025-06-27
- Estimated Expiration
- 2034-08-16
AI Technical Summary
The existing container ship has low stability, resulting in short roll cycles, affecting the binding strength and container loading, limiting the design flexibility of the ship.
The stability wings are arranged on the left and right sides of the hull. The stability wings are located below the water level line and are poweredly connected to the driver to extend out of the outer surface of the hull, reducing the initial stability height and roll period, and increasing lateral stability.
By reducing the initial stability height and roll cycle, the lateral stability of the container ship is improved, the number of layers of the load container and the load height of the heavy container are increased, the transportation stress conditions are improved, the binding strength requirements are reduced, and the design flexibility is improved.
Smart Images
Figure CN223031198U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of ships, and particularly relates to a container ship. Background Art
[0002] The typical structure of an existing container ship includes a container cargo hold formed by a double-hull and double-bottom structure, a deck surface container stacking area composed of a hatch cover and a lashing bridge, a superstructure chimney and an engine room area at its bottom. Among them, the cargo hold structure is as Figure 1 shown. A watertight cabin 21' is formed between the outer shell and the inner shell (i.e., the side outer shell 11' and the side inner shell 12') on the left and right sides of the hull, and a cargo hold 22' is formed between the side inner shell and the bottom inner shell.
[0003] Ship containers are safely secured by lashing components such as bases, tie rods, stacking cones, twist locks, and turnbuckles. During container transportation, the containers are subjected to forces in three directions: transverse, longitudinal, and vertical due to factors such as the ship's motion acceleration, wind and waves, container weight, and lashing type. To avoid damage to the containers due to the forces, it is necessary to carry out lashing design and strength calculation according to the requirements of the classification society, based on the main parameters of the ship such as the ship length, ship width, initial metacentric height of the ship, speed, block coefficient, and container layout height, so as to determine the actual container position layout of the ship.
[0004] The number of layers of stacked container positions or the position of heavy container stacking on a container ship is restricted by the range of the initial metacentric height of the ship. To ensure navigation safety, the ship must ensure a certain minimum initial metacentric height. However, when the initial metacentric height of the ship is relatively large, the ship's rolling period is shorter, the ship rolls faster, which is not conducive to the lashing strength and container stacking. Summary of the Utility Model
[0005] The technical problem to be solved by the utility model is to provide a container ship to overcome the defect of low stability of the existing container ship in the prior art.
[0006] The utility model solves the above technical problem through the following technical solutions:
[0007] A container ship, which includes a hull. The container ship further includes a driver and stabilizing fins arranged on the left and right sides of the hull. The stabilizing fins are located below the waterline of the hull, and the driver is power-connected to the stabilizing fins for driving the stabilizing fins to extend out of the outer surface of the hull.
[0008] In this solution, by arranging stabilizing fins on both the left and right sides of the hull, when the stabilizing fins extend out of the outer surface of the hull, the initial stability height and rolling period of the ship can be reduced, and the lateral stability of the hull can be increased, thereby facilitating the improvement of the number of stacked containers and reducing the stacking height limit for heavy containers, making it easier to stack heavy containers at higher positions. Thus, the stress condition of the transported containers can be improved, the lashing strength requirement can be reduced, and the container layout can be increased, thereby enhancing the design flexibility of the container ship.
[0009] Preferably, a cargo hold is arranged inside the hull, and the stabilizing fins and / or the drive are located outside the cargo hold.
[0010] Preferably, a water-sealed compartment is formed between the side outer shell, side inner shell, bottom outer shell, and bottom inner shell of the hull. The cargo hold is located inside the side inner shell and the bottom inner shell. The stabilizing fins and / or the drive are arranged in the water-sealed compartment, and the stabilizing fins extend out of the outer surface of the hull in a sealed manner.
[0011] Preferably, the stabilizing fins are arranged at the connection between the side outer shell and the bottom outer shell of the hull and extend out of the outer surface of the hull in a sealed manner from the connection.
[0012] Preferably, the stabilizing fins extend obliquely downward relative to the hull;
[0013] and / or, when the stabilizing fins do not extend, the outer surface of the stabilizing fins does not exceed the outer surface of the hull.
[0014] Preferably, the stabilizing fins are located below the minimum water level line of the hull.
[0015] Preferably, the stabilizing fins are arranged in pairs on the left and right sides of the hull, and the two paired stabilizing fins are located at the same position in the front-rear direction of the hull.
[0016] Preferably, a pair of stabilizing fins are arranged on both the left and right sides of the hull, located in the middle of the hull in the front-rear direction;
[0017] Or, multiple pairs of stabilizing fins are arranged on both the left and right sides of the hull, spaced apart in the front-rear direction of the hull and symmetrically arranged about the middle of the hull in the front-rear direction.
[0018] Preferably, the number of the drives corresponds to the number of the stabilizing fins one by one.
[0019] Preferably, the drive is a hydraulic cylinder, and the piston rod of the hydraulic cylinder is power-connected to the stabilizing fin.
[0020] The positive and progressive effects of the present utility model are as follows:
[0021] By setting stabilizing wings on the left and right sides of the hull, when the stabilizing wings extend out of the outer surface of the hull, the initial stability height and rolling period of the ship can be lowered, and the lateral stability of the hull can be increased, thereby facilitating the increase of the number of layers of stacked containers and the stacking height limit of heavy containers, making it easier to stack heavy containers at a higher position; thereby, the stress condition of the transported containers can be improved, the requirements for lashing strength can be reduced, and the container layout can be increased, thereby enhancing the design flexibility of container ships. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] Figure 1 This is a partial structural diagram of a container ship.
[0023] Figure 2 This is a partial structural cross-sectional view of a container ship according to Embodiment 1 of the present utility model;
[0024] Figure 3 This is a schematic top view of a container ship according to Embodiment 1 of the present utility model;
[0025] Figure 4 This is a schematic top view of a container ship according to Embodiment 2 of the present utility model.
[0026] Description of reference numerals:
[0027] Hull 1, side outer shell 11, side inner shell 12, bottom outer shell 13, bottom inner shell 14, connection 15;
[0028] Watertight cabin 21;
[0029] Stabilizing wing 31, driver 32;
[0030] The length direction L, width direction W, and height direction H of the hull. DETAILED DESCRIPTION
[0031] The preferred embodiments are given below and the present invention is described more clearly and completely in conjunction with the accompanying drawings.
[0032] Example 1
[0033] This embodiment provides a container ship. Figures 2 - 3 This is a schematic diagram of the structure provided for this embodiment.
[0034] like Figure 2 , Figure 3 The container ship includes a drive 32 and a stabilizer 31, and the stabilizer 31 is arranged on the left and right sides of the hull 1 of the container ship and is located below the water level of the hull 1. It can be understood that the left and right direction of the hull 1 corresponds to the width direction W, the front and rear direction of the hull 1 corresponds to the length direction L, and the up and down direction of the hull 1 corresponds to the height direction H.
[0035] The drive 32 and the stabilizing fin 31 are power-connected to drive the stabilizing fin 31 to extend out of the outer surface of the hull 1. When the stabilizing fin 31 extends out of the outer surface of the hull 1, the water pressure acts on the surface of the stabilizing fin 31, which can reduce the initial stability height and the rolling period of the ship, increase the lateral stability of the hull 1, thereby facilitating the increase of the number of stacked containers and reducing the stacking height limit of heavy containers, making it easier to stack heavy containers at higher positions. Thus, the stress condition of the transported containers can be improved, the lashing strength requirement can be reduced, and the container layout can be increased, thereby enhancing the design flexibility of the container ship.
[0036] In a preferred embodiment, the stabilizing fin 31 is located below the minimum water level line of the hull 1, and the minimum water level line is the water level line corresponding to the unloaded state. With such a setting, even when the container ship is unloaded, the stabilizing fin 31 can be extended to improve the lateral stability for testing the container ship or ensuring safety during unloaded navigation.
[0037] In a preferred embodiment, the stabilizing fin 31 and the drive 32 are arranged outside the cargo hold of the hull 1, which can avoid occupying the cargo hold space for arranging the stabilizing fin 31.
[0038] As Figure 2 , a water-sealed cabin 21 is formed between the side outer shell 11, the side inner shell 12, the bottom outer shell 13 and the bottom inner shell 14 of the hull 1. The cargo hold is located within the side inner shell 12 and the bottom inner shell 14. The stabilizing fin 31 and the drive 32 are arranged in the water-sealed cabin 21, and the stabilizing fin 31 extends out of the outer surface of the hull 1 in a sealed manner. It can be understood that the side outer shell 11, the side inner shell 12, the bottom outer shell 13 and the bottom inner shell 14 can be respectively connected by multiple profiles, the water-sealed cabin 21 can be divided into multiple small chambers, and the stabilizing fin 31 and the drive 32 can occupy one or more small chambers.
[0039] As Figure 2 , the connection part 15 between the side outer shell 11 and the bottom outer shell 13 of the hull 1 corresponds to the bottom corner of the hull 1. The stabilizing fin 31 and the drive 32 are arranged at the connection part 15, and the stabilizing fin 31 extends out of the side outer shell 11 in a sealed manner. On the one hand, the height of the stabilizing fin 31 can be reduced, and when the stabilizing fin 31 extends out, the lateral stability of the container ship can be further improved; on the other hand, the space at the corner is relatively large, which can improve the convenience and flexibility of arranging the stabilizing fin 31 and the drive 32.
[0040] As Figure 2 、 Figure 3 , the stabilizing fins 31 are arranged in pairs in the width direction of the hull 1, and the two paired stabilizing fins 31 are located at the same position in the length direction of the hull 1, so that the hull 1 is in force balance in the width direction.
[0041] As Figure 3, on both the left and right sides of the hull 1, there is a pair of stabilizing fins 31, located in the middle of the hull 1 in the front - rear direction, so that the hull 1 is evenly stressed in the length direction.
[0042] Figure 2 Two stabilizing fins 31 are shown in Figure 2 the state when the left stabilizing fin 31 does not extend and the state when the right stabilizing fin 31 extends are shown. When the hull 1 is parked stably, when the stabilizing fin 31 extends out of the outer surface of the hull 1, it will tilt downward relative to the hull 1, that is, obliquely downward relative to the horizontal direction; when the stabilizing fin 31 does not extend, it is stored in the hull 1, and its outer surface does not exceed the outer surface of the hull 1. When the stabilizing fin 31 is not required to work, the stabilizing fin 31 can be retracted to avoid interfering with other operations.
[0043] As Figure 2 , in this embodiment, the number of the drivers 32 and the stabilizing fins 31 corresponds one - to - one, making the control of the extension and retraction of the stabilizing fin 31 simple.
[0044] Specifically, in this embodiment, the driver 32 is a hydraulic cylinder, and the piston rod of the hydraulic cylinder drives the stabilizing fin 31 to extend or drives the stabilizing fin 31 to retract. In other embodiments, the driver 32 can also adopt a motor to drive a cam, a rack or a slider to move to drive the stabilizing fin 31 to expand and contract.
[0045] In a preferred embodiment, the stabilizing fin 31 can be set to be rotatable relative to the hull 1, and rotate according to the motion attitude of the container ship to reduce the sway of the container ship.
[0046] Embodiment 2
[0047] This embodiment provides a container ship, Figure 4 which is a schematic diagram provided for this embodiment. The difference between this embodiment and Embodiment 1 is mainly that the number of the stabilizing fins 31 is multiple pairs, specifically four pairs. Among them, the two pairs in the middle along the length direction and the two pairs of stabilizing fins 31 on the outside are respectively symmetrical about the middle of the length direction, so that these four pairs of stabilizing fins 31 are overall symmetrical about the middle of the length direction of the hull 1. Compared with Embodiment 1, in this embodiment, by increasing the number of pairs of the stabilizing fins 31, the lateral stability of the hull 1 can be further increased, and the ability to prevent the hull 1 from swinging around the L direction can be increased. In addition, the ability to prevent the hull 1 from swinging around the W direction can also be increased. Other structures of this embodiment can refer to other embodiments.
[0048] Although the specific implementation manners of the present invention have been described above, those skilled in the art should understand that this is only for illustration. The protection scope of the present invention is defined by the appended claims. Without departing from the principles and essence of the present invention, those skilled in the art can make various changes or modifications to these implementation manners, but these changes and modifications all fall within the protection scope of the present invention.
Claims
1. A container ship comprising a hull, characterized in that: The container ship also includes a drive and stabilizing wings arranged on the left and right sides of the hull, the stabilizing wings are located below the water level of the hull, and the drive and the stabilizing wings are dynamically connected to drive the stabilizing wings to extend out of the outer surface of the hull.
2. The container ship according to claim 1, characterized in that: A cargo hold is arranged in the hull, and the stabilizing wing and / or the drive are located outside the cargo hold.
3. The container ship according to claim 2, characterized in that: A watertight cabin is formed between the side outer shell, the side inner shell, the bottom outer shell and the bottom inner shell of the hull, the cargo hold is located inside the side inner shell and the bottom inner shell, the stabilizing wing and / or the drive are arranged in the watertight cabin, and the stabilizing wing extends out of the outer surface of the hull in a sealed manner.
4. The container ship according to claim 3, characterized in that: The stabilizing wing is arranged at the connection between the side shell and the bottom shell of the hull, and extends out of the outer surface of the hull from the connection in a sealed manner.
5. The container ship according to claim 1, characterized in that: The stabilizing wing extends obliquely downward relative to the hull; And / or, when the stabilizing fins are not extended, the outer surfaces of the stabilizing fins do not exceed the outer surface of the hull.
6. The container ship according to claim 1, characterized in that: The stabilizing fins are located below the minimum water level of the hull.
7. The container ship according to claim 1, characterized in that: The stabilizing wings are arranged in pairs on the left and right sides of the hull, and the two stabilizing wings in a pair are located at the same position in the front-rear direction of the hull.
8. The container ship according to claim 7, characterized in that: A pair of stabilizing wings are provided on the left and right sides of the hull, located in the middle of the hull in the front-rear direction; Alternatively, a plurality of pairs of the stabilizing wings are provided on the left and right sides of the hull, are spaced apart in the front-rear direction of the hull, and are symmetrically arranged about the middle part of the front-rear direction of the hull.
9. The container ship according to claim 1, characterized in that: The number of the drivers and the number of the stabilizing wings correspond one to one.
10. The container ship according to claim 1 or 9, characterized in that: The driver is a hydraulic cylinder, and a piston rod of the hydraulic cylinder is dynamically connected to the stabilizer wing.