Ship bow air guide device

Abstract

A ship bow wind guiding device comprises a supporting structure, a wind guiding structure and a wind guiding structure, the wind scooper is installed on the supporting structure, covers a bow and is in a curved surface shape extending backwards, a downward concave part is arranged in the middle of the top of the wind scooper, a notch is formed in the middle of the wind scooper when the wind scooper is seen in the front-back direction of the ship, and the highest point of the wind scooper is located below the highest point of a first row of containers on a deck of the ship. And the bottom of the concave part is positioned below the lowest requirement of the operation observation sight line of the ship. The downward concave part is arranged in the middle of the top of the wind scooper, the highest point of the wind scooper is located below the highest point of the first row of containers on the deck of the ship, the bottom of the downward concave part is located below the lowest requirement of the control observation sight line of the ship, and therefore the wind scooper can be prevented from blocking the control observation sight line; and the requirement of manipulating observation sight is met.

Description

Technical Field

[0001] The utility model relates to the technical field of ship equipment, in particular to a bow air guiding device. Background Art

[0002] In the field of shipbuilding, energy conservation and emission reduction have attracted increasing attention. The International Maritime Organization, including China, is actively promoting the implementation of EEXI (Energy Efficiency Existing Ship Index). In the past, research on drag reduction and energy conservation mainly focused on reducing the water resistance of ships. However, in recent years, we have begun to pay more attention to the details of ship drag reduction and energy conservation, and the wind load of ships has received increasing attention. Especially for container ships with a relatively large volume above the waterline, research on reducing the wind resistance of ships is particularly important. At the same time, reducing operating costs and improving ship energy efficiency have always been the common goals pursued by the shipbuilding industry. Starting from the fundamental purpose of energy conservation and emission reduction, research on reducing ship wind resistance is imperative. From the 700-1000 TEU loading capacity in the 1960s to the current maximum loading capacity of 24,136 TEU, the main dimensions of container ships have been continuously increasing. Since multiple layers of containers are stacked above the deck, the windward volume is relatively large. After continuously improving the hull line shape and propulsion system in the field of hydrodynamics, reducing wind resistance has become a new entry point for energy conservation and emission reduction of container ships. Therefore, it is necessary to design an energy-saving device for reducing wind resistance. Without affecting its loading capacity and considering conditions such as not affecting the arrangement of the foremast, the mechanical arrangement at the forecastle deck or the main deck, the mooring working environment, and the blind spot of the driver's cab line of sight, the energy-saving device needs to guide the air flow from the front of the bow. Content of the Utility Model

[0003] In view of the above problems in the prior art, the present application provides a bow air guiding device that can reduce wind resistance and avoid blocking the line of sight of the driver's cab.

[0004] The present application provides a bow air guiding device, including: a support structure, the support structure is installed at the bow position; a wind deflector, the wind deflector is installed on the support structure, the wind deflector covers the bow and is in the shape of a curved surface extending backward. A concave portion is provided at the middle position of the top of the wind deflector, so that a notch is formed at the middle position when the wind deflector is viewed in the front-rear direction of the ship. The highest point of the wind deflector is located below the highest point of the first row of containers on the deck of the ship, and the bottom of the concave portion is located below the lowest requirement of the ship's maneuvering observation line of sight.

[0005] Adopting the above structure, by setting a wind deflector at the bow position and shaping the wind deflector into a curved surface extending backward, the air flow can be guided backward, reducing the pressure of the air flow hitting the main windward surface of the hull, improving the uniformity of the air flow around the hull above the deck, thereby reducing wind resistance, and it can also replace the wave breaker to prevent the waves from hitting the box body. By setting a concave portion at the middle position of the top of the wind deflector, the highest point of the wind deflector is located below the highest point of the first row of containers on the deck of the ship, and the bottom of the concave portion is located below the lowest requirement of the ship's operation observation line of sight, so as to avoid the wind deflector blocking the operation observation line of sight and meet the requirements of the operation observation line of sight. At the same time, by using a support structure to support the wind deflector to guide the air flow, the structure of the bow wind deflector can be simplified, the weight of the bow wind deflector can be reduced, and the processing and manufacturing difficulty can be reduced.

[0006] In some embodiments, the bottom of the concave portion extends from the midship section position of the ship to both sides. Among the operation observation lines of sight located at the bottom of the concave portion, the angles between the line of sight at the midship section position of the ship and the lines of sight at both ends of the bottom of the concave portion are respectively greater than or equal to 2.5°.

[0007] Adopting the above structure, by making the angles between the line of sight at the midship section position of the ship and the lines of sight at both ends of the bottom of the concave portion in the operation observation line of sight at the bottom of the concave portion be respectively greater than or equal to 2.5°, the wind deflector can be prevented from blocking the operation observation line of sight, and the wind deflector can meet the requirements of the operation observation line of sight.

[0008] In some embodiments, the lower edge of the wind deflector is adapted to the upper edge of the bow bulwark.

[0009] Adopting the above structure, by making the lower edge of the wind deflector be adapted to the upper edge of the bow bulwark, the connection between the wind deflector and the bow bulwark can be made smoother, and the structure of the bow bulwark can be avoided from being changed during installation. Thus, the installation difficulty of the bow wind deflector can be reduced.

[0010] In some embodiments, the wind deflector is composed of multiple curved surfaces, and the multiple curved surfaces are symmetrically arranged along the midship section of the ship.

[0011] Adopting the above structure, by making the wind deflector be composed of multiple curved surfaces and the multiple curved surfaces be symmetrically arranged along the midship section of the ship, the design and processing of the wind deflector can be facilitated. Thus, the processing and manufacturing difficulty of the wind deflector can be further reduced.

[0012] In some embodiments, the wind deflector includes: a first curved surface, which is arranged at the bottom of the wind deflector and is perpendicular to the bow bulwark.

[0013] With the above structure, by vertically arranging the first curved surface along the bow gunwale, the space between the air deflector and the bow deck can be increased, avoiding interference with the mooring operation of the crew at the bow position.

[0014] In some embodiments, the first curved surface extends upward from the bow gunwale by 1000 mm - 1500 mm.

[0015] With the above structure, there can be sufficient space between the air deflector and the bow deck, avoiding interference with the mooring operation of the crew at the bow position. At the same time, it can also avoid increasing the wind resistance due to the excessive height of the air deflector.

[0016] In some embodiments, openings are provided on the first curved surface, and the openings are arranged at corresponding positions for mooring the ship.

[0017] With the above structure, by providing openings on the first curved surface, it is convenient for the crew to perform mooring operations at the bow position.

[0018] In some embodiments, the air deflector further includes a second curved surface, a third curved surface and a fourth curved surface. The first curved surface, the second curved surface, the third curved surface and the fourth curved surface are arranged in pairs and symmetrically arranged on both sides of the longitudinal midsection of the ship; the fourth curved surface is located at the top position of the air deflector, and the second curved surface and the third curved surface are located between the first curved surface and the second curved surface and are arranged horizontally.

[0019] In some embodiments, the support structure includes: vertical girders, a plurality of vertical girders are provided and vertically arranged on the bow; horizontal girders, a plurality of horizontal girders are provided and horizontally arranged on the vertical girders; wherein, the air deflector is arranged on the vertical girders and the horizontal girders.

[0020] With the above structure, by providing vertical girders and horizontal girders and arranging the air deflector on the vertical girders and the horizontal girders, it is convenient to install the air deflector and improve the firmness and stability of the air deflector.

[0021] In some embodiments, the support structure further includes: strengthening stiffeners, a plurality of strengthening stiffeners are provided, and the strengthening stiffeners are vertically arranged and connect a plurality of the horizontal girders.

[0022] With the above structure, by providing strengthening stiffeners between the horizontal girders, the supporting ability of the air deflector can be improved, and further the firmness and stability of the air deflector can be improved.

[0023] These and other aspects of the present utility model will become more clearly understood in the following description of the (multiple) embodiments. Description of the Drawings

[0024] The various features of the present utility model and the connections between the various features will be further described below with reference to the accompanying drawings. The accompanying drawings are all exemplary. Some features are not shown in actual proportions, and in some of the accompanying drawings, the conventional and non-essential features in the field related to this application may be omitted, or non-essential features for this application may be additionally shown. The combination of the various features shown in the accompanying drawings is not used to limit this application. In addition, throughout this specification, the content referred to by the same reference numerals is also the same. The specific description of the accompanying drawings is as follows:

[0025] Figure 1 It is a schematic side view structure diagram after the installation of the bow air guiding device in this application;

[0026] Figure 2 is Figure 1 a schematic side perspective view of the middle bow air guiding device;

[0027] Figure 3 is Figure 1 a schematic front orthographic projection structure diagram of the middle air guiding cover;

[0028] Figure 4 is a schematic diagram of the characteristic line of the air guiding cover in the YZ coordinate system;

[0029] Figure 5 is a schematic diagram of the characteristic line of the air guiding cover in the XZ coordinate system;

[0030] Figure 6 is Figure 2 a schematic structure diagram of the middle horizontal girder;

[0031] Figure 7 is Figure 2 a schematic structure diagram of the middle vertical girder;

[0032] Figure 8 is Figure 2 a schematic structure diagram of the middle stiffener.

[0033] Explanation of reference numerals

[0034] 10 Bow air guiding device; 100 Support structure; 110 Vertical girder; 120 Horizontal girder; 130 Stiffener; 200 Air guiding cover; 210 First curved surface; 211 Opening; 220 Second curved surface; 230 Third curved surface; 240 Fourth curved surface; 250 Concave part; 20 Ship; 21 Bow; 22 Bulwark; 30 Container. Specific embodiments

[0035] The terms "first", "second", "third", etc. or similar terms such as Module A, Module B, Module C, etc. in the description and claims are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that, where permitted, the specific order or sequence can be interchanged so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0036] The term "comprising" used in the description and claims should not be construed as limited to the content listed thereafter; it does not exclude other elements. Therefore, it should be construed as specifying the presence of the recited features, integers, or components, but does not exclude the presence or addition of one or more other features, integers, or components and their groups. Thus, the expression "a device comprising device A and B" should not be limited to a device consisting only of components A and B.

[0037] The "one embodiment" or "embodiment" mentioned in this specification means that the specific features, structures, or characteristics described in connection with the embodiment are included in at least one embodiment of the present utility model. Therefore, the phrases "in one embodiment" or "in an embodiment" that appear throughout this specification do not necessarily all refer to the same embodiment, but may refer to the same embodiment. In addition, in one or more embodiments, the various specific features, structures, or characteristics can be combined in any suitable manner, as will be apparent to those of ordinary skill in the art from this disclosure.

[0038] Next, with reference to the drawings, the specific structure of the bow air guiding device 10 in the present application will be described by way of example.

[0039] As Figure 1 、 Figure 2As shown in the figure, the present application provides a bow air guiding device 10, which includes a support structure 100 and a wind deflector 200. Among them, the support structure 100 is installed at the bow 21 position, and the wind deflector 200 is installed on the support structure 100. The wind deflector 200 covers the bow 21 and is in the shape of a curved surface extending backward. A concave portion 250 is provided at the middle position of the top of the wind deflector 200, so that a notch is formed at the middle position when the wind deflector 200 is viewed in the front-rear direction of the ship 20. The highest point of the wind deflector 200 is located below the highest point of the first row of containers on the deck of the ship 20 (that is, the row of containers closest to the wind deflector), and the bottom of the concave portion 250 is located below the lowest requirement of the operation observation line of sight of the ship 20. Thus, by providing the wind deflector 200 at the bow 21 position and setting the wind deflector 200 in the shape of a curved surface extending backward, the airflow can be guided backward, the pressure of the airflow hitting the main windward surface of the hull can be reduced, the uniformity of the airflow around the hull above the deck can be improved, thereby reducing the wind resistance, and it can also replace the wave breaker to prevent the waves from hitting the box body. By providing the concave portion 250 at the middle position of the top of the wind deflector 200, the highest point of the wind deflector 200 is located below the highest point of the goods on the deck of the ship 20, and the bottom of the concave portion 250 is located below the lowest requirement of the operation observation line of sight of the ship 20, so that the wind deflector 200 can be prevented from blocking the operation observation line of sight and meet the requirements of the operation observation line of sight. At the same time, by guiding the airflow through the support structure 100 to support the wind deflector 200, the structure of the bow air guiding device 10 can be simplified, the weight of the bow air guiding device 10 can be reduced, and the processing and manufacturing difficulty can be reduced.

[0040] In some embodiments, as Figure 3 、 Figure 4 shown, the bottom of the concave portion 250 extends from the midship section P position of the ship 20 to both sides. Among the operation observation lines of sight located at the bottom of the concave portion 250, the angles between the line of sight at the midship section P position of the ship 20 and the lines of sight at both ends of the bottom of the concave portion 250 are respectively greater than or equal to 2.5°. Thus, by making the angles between the line of sight at the midship section P position of the ship 20 and the lines of sight at both ends of the bottom of the concave portion 250 greater than or equal to 2.5° among the operation observation lines of sight at the bottom of the concave portion 250, the wind deflector 200 can be prevented from blocking the operation observation line of sight, so that the wind deflector 200 meets the requirements of the operation observation line of sight.

[0041] In some embodiments, as Figure 2 shown, the lower edge of the wind deflector 200 is adapted to the upper edge shape of the bow 21 sidewall 22. Thus, by making the lower edge of the wind deflector 200 adapted to the upper edge shape of the bow 21 sidewall 22, the connection between the wind deflector 200 and the bow 21 sidewall 22 can be made smoother, and the structure of the bow 21 sidewall 22 can be avoided from being changed during installation. Thus, the installation difficulty of the bow air guiding device 10 can be reduced.

[0042] In some embodiments, as Figure 1 , Figures 3 - 5 shown, the air deflector 200 is composed of multiple curved surfaces, and the multiple curved surfaces are symmetrically arranged along the longitudinal midsection P of the ship 20. Thus, by making the air deflector 200 composed of multiple curved surfaces and making the multiple curved surfaces symmetrically arranged along the longitudinal midsection P of the ship 20, the design and processing of the air deflector 200 can be facilitated. Thereby, the manufacturing difficulty of the air deflector 200 can be further reduced.

[0043] In some embodiments, as Figure 1 , Figures 3 - 5 shown, the air deflector 200 includes a first curved surface 210, and the first curved surface 210 is arranged at the bottom of the air deflector 200 and is vertically arranged along the bulwark 22 of the bow 21. Thus, by making the first curved surface 210 vertically arranged along the bulwark 22 of the bow 21, the space between the air deflector 200 and the deck of the bow 21 can be increased, and interference with the mooring operation of the crew at the bow 21 position can be avoided.

[0044] In some embodiments, the first curved surface 210 extends upward from the bulwark 22 of the bow 21 by 1000 mm - 1500 mm. Thereby, sufficient space can be provided between the air deflector 200 and the deck of the bow 21, and interference with the mooring operation of the crew at the bow 21 position can be avoided. At the same time, the increase in wind resistance due to the excessive height of the air deflector 200 can also be avoided.

[0045] In some embodiments, as Figure 2 shown, an opening 211 is provided on the first curved surface 210, and the opening 211 is arranged at the corresponding position for mooring the ship 20. Thus, by providing the opening 211 on the first curved surface 210, the mooring operation of the crew at the bow 21 position can be facilitated.

[0046] In some embodiments, as Figure 1 , Figures 3 - 5 shown, the air deflector 200 further includes a second curved surface 220, a third curved surface 230, and a fourth curved surface 240. The first curved surface 210, the second curved surface 220, the third curved surface 230, and the fourth curved surface 240 are arranged in pairs and are symmetrically arranged on both sides of the longitudinal midsection P of the ship 20 respectively. The fourth curved surface 240 is located at the top position of the air deflector 200, and the second curved surface 220 and the third curved surface 230 are located between the first curved surface 210 and the second curved surface 220 and are arranged horizontally.

[0047] In some embodiments, as Figure 2 , Figure 6 , Figure 7As shown, the support structure 100 includes vertical girders 110 and horizontal girders 120. There are multiple vertical girders 110, which are vertically arranged on the bow 21 (that is, the plane where the vertical girders 110 are located is vertically arranged and perpendicular to the deck of the bow 21). There are multiple horizontal girders 120, which are horizontally arranged on the vertical girders 110. Among them, the air duct 200 is arranged on the vertical girders 110 and the horizontal girders 120. Thus, by arranging the vertical girders 110 and the horizontal girders 120 and setting the air duct 200 on the vertical girders 110 and the horizontal girders 120, the installation of the air duct 200 can be facilitated, and the firmness and stability of the air duct 200 can be improved.

[0048] In some embodiments, as Figure 2 、 Figure 8 shown, the support structure 100 further includes strengthening stiffeners 130. There are multiple strengthening stiffeners 130, which are vertically arranged and connect multiple horizontal girders 120. Thus, by arranging the strengthening stiffeners 130 between the horizontal girders 120, the supporting ability for the air duct 200 can be improved, and further the firmness and stability of the air duct 200 can be improved.

[0049] The above content has made an exemplary description of the possible embodiments of the bow air guiding device 10. Next, in conjunction with the drawings, a specific embodiment of the bow air guiding device 10 will be described in detail.

[0050] Figure 1 This is a schematic side view of the installed bow air guiding device 10 in this application. Figure 2 It is Figure 1 a schematic side perspective view of the bow air guiding device 10 in Figure 1 、 Figure 2 shown. In this embodiment, the bow air guiding device 10 is installed on the bow 21 of the ship 20 to guide the airflow to reduce wind resistance. Among them, the ship 20 is a container ship 30, and multiple containers 30 are stacked in the middle position of the ship 20. A cab is arranged at the stern of the ship 20 to control the ship 20. The bow 21 of the ship 20 is provided with devices such as an anchor, and the crew conducts mooring work at the bow 21 position. The bow air guiding device 10 includes a support structure 100 and an air duct 200. The support structure 100 is installed at the bow 21 position, and the air duct 200 is installed on the support structure 100. The air duct 200 covers the bow 21 and is in a curved shape extending backward. Thus, the airflow can be guided backward, the pressure of the airflow hitting the main windward surface of the hull can be reduced, the uniformity of the airflow around the hull above the deck can be improved, thereby reducing wind resistance, and it can also replace the wave breaker to prevent the waves from hitting the box body.

[0051] Figure 3 It is Figure 1Front orthographic projection structure schematic diagram of the middle air duct cover 200, showing the structure of the left half of the air duct cover 200. As Figure 3 shown, the air duct cover 200 includes a first curved surface 210, a second curved surface 220, a third curved surface 230 and a fourth curved surface 240. The first curved surface 210, the second curved surface 220, the third curved surface 230 and the fourth curved surface 240 are arranged in pairs and are symmetrically arranged on both sides of the longitudinal middle section P of the ship 20 respectively, and are spliced to form the air duct cover 200. Among them, the first curved surface 210 is arranged at the bottom position of the air duct cover 200, the fourth curved surface 240 is arranged at the top position of the air duct cover 200, and the second curved surface 220 and the third curved surface 230 are arranged between the first curved surface 210 and the fourth curved surface 240. The paired first curved surface 210, second curved surface 220 and fourth curved surface 240 are respectively connected at the position of the longitudinal middle section P of the ship 20, and the paired third curved surfaces 230 are respectively located on both sides of the paired second curved surfaces 220 that are separated from each other.

[0052] As Figures 1 - 3 shown, the first curved surface 210 is vertically arranged along the bow 21 and the bulwark 22 to increase the space between the air duct cover 200 and the bow 21 deck, and to avoid interfering with the mooring operation of the crew at the bow 21 position. The first curved surface 210 extends upward by 1000 mm - 1500 mm from the bow 21 bulwark 22. So that there is enough space between the air duct cover 200 and the bow 21 deck to avoid interfering with the mooring operation of the crew at the bow 21 position. At the same time, it can also avoid increasing the wind resistance due to the excessive height of the air duct cover 200.

[0053] As Figure 2 shown, the shape of the lower edge of the first curved surface 210 is adapted to the shape of the upper edge of the bow 21 bulwark 22, so that the connection between the air duct cover 200 and the bow 21 bulwark 22 can be smoother, and the structure of the bow 21 bulwark 22 does not need to be changed during installation. Thus, the installation difficulty of the bow air duct device 10 can be reduced. The upper edge of the first curved surface 210 remains horizontal. Thus, the connection position between the first curved surface 210 and the second curved surface 220 and the third curved surface 230 can be made smoother, and the design difficulty of the air duct cover 200 can be reduced. An opening 211 is also provided on the first curved surface 210, and the opening 211 is provided at the corresponding position for mooring the ship 20. Thus, it is convenient for the crew to perform mooring operations at the bow 21 position.

[0054] Figure 4 Schematic diagram of the characteristic line of the air duct cover 200 in the YZ coordinate system; Figure 5 Schematic diagram of the characteristic line of the air duct cover 200 in the XZ coordinate system. Among them, the X direction is the front-rear direction of the ship 20, the Y direction is the left-right direction of the ship 20, and the Z direction is the up-down direction. Figure 4The characteristic lines of the left half of the air duct 200 are shown. The right half of the air duct 200 is symmetrical to the left half, so the right half is omitted.

[0055] As Figure 4 , Figure 5 shown, the front and left orthographic projections of the second curved surface 220 are quadrilaterals, that is, Figure 4 , Figure 5 the area shown as BCFE in Figure 4 , Figure 5 . The front and left orthographic projections of the third curved surface 230 are quadrilaterals, that is, Figure 4 , Figure 5 the area shown as CDJF in

[0056] As Figure 4 , Figure 5 shown, JIHG in the fourth curved surface 240 is the upper edge of the fourth curved surface 240. As Figure 4 shown, the upper edge of the fourth curved surface 240 is recessed downward to form a concave portion 250. Among them, HG is the bottom of the concave portion 250, and HG is below the minimum requirement of the ship 20's steering observation line of sight. Thus, the air duct 200 can avoid the ship 20's steering observation line of sight in the up and down directions, and avoid affecting the ship 20's steering vision. The two side edges JIH of the concave portion 250 gradually move away from the position of the ship 20's mid-longitudinal section P upward from the bottom of the concave portion 250, that is, the larger the size of the concave portion 250 is upward. Among the steering observation lines of sight located at the bottom of the concave portion 250, the angle between the line of sight at the G position and the line of sight at the H position is greater than or equal to 2.5 deg. Thus, the air duct 200 can avoid the ship 20's steering observation line of sight in the left and right directions, and avoid affecting the ship 20's steering vision. In addition, combined with Figure 1 it can be known that the highest point J node of the fourth curved surface 240 is below the highest point of the first row of containers 30 on the ship 20. Thus, it can further prevent the air duct 200 from protruding above the container 30, thereby avoiding affecting the ship 20's steering vision.

[0057] As Figure 4 shown, in the YZ coordinate plane, the length of the node C from the B point is 3 / 4 - 2 / 3 of the length of the D point from the B point. The angles of HI and FJ are the same, that is, in the YZ coordinate plane, HI is parallel to FJ. Thus, the shape of the air duct 200 can be adjusted according to the different bow 21 shapes of the ship 20, the air guiding performance can be adjusted, and the adaptation range of the air duct 200 can be improved.

[0058] As Figure 4 shown, in the YZ coordinate plane, the included angle between DJ and the vertical line is α, and the size range of the α included angle is 0° to 30°. AsFigure 5 As shown, in the XZ coordinate plane, the angle between EB and the vertical line is γ, and the range of the γ angle is -15° to -60°. The angle between GE and the extension line of BE is θ, and the θ angle increases by 0° to 30° based on the BE angle, that is, GE is more inclined towards the vertical than BE. The height of point F is 100 mm - 400 mm less than that of point G. The angle between CF and the vertical line is β, and the β angle is 0° to -60°. The connection (EF) of the fold line of the air deflector 200 is smoothly transitioned, and CF and FJ are space lines. Thus, the shape of the air deflector 200 can be adjusted according to the shape of the bow 21 of different ships 20, the air guiding performance can be adjusted, and the adaptation range of the air deflector 200 can be improved.

[0059] Figure 6 For Figure 2 the structural schematic diagram of the horizontal girder 120 in Figure 7 For Figure 2 the structural schematic diagram of the vertical girder 110 in Figure 8 For Figure 2 the structural schematic diagram of the stiffening member 130 in. As Figures 6 - 8 shown, the support structure 100 includes a vertical girder 110, a horizontal girder 120, and a stiffening member 130. Among them, multiple vertical girders 110 are provided and are evenly arranged along the bulwark 22 of the bow 21. The vertical girder 110 is fixedly installed on the deck of the bow 21 or on the bulwark 22, and the vertical girder 110 bends in a vertical plane along with the shape of the air deflector 200, and the angle between the planes where different vertical girders 110 are located changes with the bending curvature of the bulwark 22 of the bow 21. Multiple horizontal girders 120 are provided and are horizontally arranged on the vertical girder 110. The horizontal girder 120 bends in its horizontal plane along with the shape of the air deflector 200, and the distance between two adjacent horizontal girders 120 is approximately equal. Thus, the air deflector 200 can be fixed in the horizontal and vertical directions, thereby improving the firmness and stability of the air deflector 200. In addition, multiple stiffening members 130 are provided and are arranged on the horizontal girder 120. The stiffening member 130 bends in a vertical plane along with the shape of the air deflector 200, and the angle between the planes where different stiffening members 130 are located changes with the bending curvature of the bulwark 22 of the bow 21. The stiffening member 130 is fixedly connected to the corresponding horizontal girder 120 one by one. The top of the stiffening member 130 is fixedly connected to the uppermost horizontal girder 120 at the corresponding position, and the bottom is fixedly connected to the lowermost horizontal girder 120 at the corresponding position to provide support for the air deflector 200. Thus, the firmness and stability of the air deflector 200 can be improved.

[0060] Note that the above is only the preferred embodiment of the present application and the technical principles applied. Those skilled in the art will understand that the present utility model is not limited to the specific embodiments described herein, and various obvious changes, re-adjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present utility model. Therefore, although the present application has been described in more detail through the above embodiments, the present utility model is not limited to the above embodiments only. Without departing from the concept of the present utility model, more other equivalent embodiments can be included, all of which fall within the protection scope of the present utility model.

Claims

1. A bow air guiding device, characterized in that, Comprising: A support structure, which is installed at the bow position of the ship; A wind deflector, which is installed on the support structure, covers the bow, and is in the shape of a curved surface extending backward. A concave part is provided at the middle position of the top of the wind deflector, so that a notch is formed at the middle position when the wind deflector is viewed in the fore-and-aft direction of the ship. The highest point of the wind deflector is below the highest point of the first row of containers on the deck of the ship, and the bottom of the concave part is below the minimum requirement of the ship's maneuvering observation line of sight.

2. The bow air guiding device according to claim 1, characterized in that, The bottom of the concave part extends from the midship longitudinal section position of the ship to both sides. Among the maneuvering observation lines of sight at the bottom of the concave part, the angles between the line of sight at the midship longitudinal section position of the ship and the lines of sight at both ends of the bottom of the concave part are respectively greater than or equal to 2.5 deg.

3. The bow air guiding device according to claim 1 or 2, characterized in that, The lower edge of the wind deflector is adapted to the shape of the upper edge of the bow bulwark.

4. The bow air guiding device according to claim 3, characterized in that, The wind deflector is composed of multiple curved surfaces, and the multiple curved surfaces are symmetrically arranged along the midship longitudinal section of the ship.

5. The bow air guiding device according to claim 4, characterized in that, The wind deflector includes: A first curved surface, which is arranged at the bottom of the wind deflector and is vertically arranged along the bow bulwark.

6. The bow air guiding device according to claim 5, characterized in that, The first curved surface extends upward by 1000 mm - 1500 mm from the bow bulwark.

7. The bow air guiding device according to claim 5, characterized in that, Openings are provided on the first curved surface, and the openings are arranged at the corresponding positions for mooring the ship.

8. The bow air guiding device according to any one of claims 5-7, characterized in that, The wind deflector further includes a second curved surface, a third curved surface and a fourth curved surface. The first curved surface, the second curved surface, the third curved surface and the fourth curved surface are arranged in pairs and are symmetrically arranged on both sides of the midship longitudinal section of the ship respectively; the fourth curved surface is located at the top position of the wind deflector, and the second curved surface and the third curved surface are located between the first curved surface and the fourth curved surface and are arranged horizontally.

9. The bow air guiding device according to claim 1, characterized in that, The support structure includes: Vertical girders, and multiple vertical girders are provided and are vertically arranged on the bow; Horizontal girders, and multiple horizontal girders are provided and are horizontally arranged on the vertical girders; Wherein, the wind deflector is arranged on the vertical girders and the horizontal girders.

10. The bow air guiding device according to claim 9, characterized in that, The support structure further includes: Stiffening members, and multiple stiffening members are provided. The stiffening members are vertically arranged and connect the multiple horizontal girders.

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